Toongabbie Station Upgrade Review of Environmental Factors
May 2016
Contents Abbreviations ...... 6 Definitions ...... 9 Executive summary ...... 11 1 Introduction ...... 16 1.1 Overview of the Proposal ...... 16 1.2 Location of the Proposal ...... 17 1.3 Existing infrastructure and land uses ...... 21 1.4 Purpose of this Review of Environmental Factors ...... 24 2 Need for the Proposal ...... 25 2.1 Strategic justification ...... 25 2.2 Design development ...... 26 2.3 Alternative options considered ...... 27 2.4 Justification for the preferred option ...... 28 3 Description of the Proposal ...... 29 3.1 The Proposal ...... 29 3.2 Construction activities ...... 37 3.3 Property acquisition ...... 43 3.4 Operation management and maintenance ...... 43 4 Statutory considerations ...... 44 4.1 Commonwealth legislation ...... 44 4.2 NSW legislation and regulations ...... 44 4.3 State Environmental Planning Policies ...... 46 4.4 Local environmental planning instrument and development controls ...... 47 4.5 NSW Government policies and strategies...... 51 4.6 Ecologically sustainable development ...... 53 5 Community and stakeholder consultation ...... 54 5.1 Stakeholder consultation during concept design ...... 54 5.2 Consultation requirements under the Infrastructure SEPP ...... 54 5.3 Consultation strategy ...... 56 5.4 Public display ...... 56 5.5 Aboriginal community involvement ...... 57 5.6 Ongoing consultation ...... 57 6 Environmental impact assessment ...... 58 6.1 Traffic and transport ...... 58 6.2 Urban design, landscape and visual amenity ...... 64 6.3 Noise and vibration ...... 74 6.4 Indigenous heritage ...... 86 6.5 Non-Indigenous heritage ...... 87 6.6 Socio-economic impacts ...... 94 6.7 Biodiversity ...... 96 6.8 Contamination, landform, geology and soils ...... 99 6.9 Hydrology and water quality ...... 102 6.10 Air quality ...... 103 6.11 Waste ...... 104 6.12 Cumulative impacts ...... 104
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 2
6.13 Climate change and sustainability ...... 105 7 Environmental management ...... 106 7.1 Environmental management plans ...... 106 7.2 Mitigation measures ...... 106 8 Conclusion ...... 116 References ...... 117 Appendix A Consideration of matters of National Environmental Significance ...... 120 Appendix B Consideration of clause 228 ...... 121 Appendix C Sustainable Design Guidelines checklist ...... 123 Appendix D Landscape and visual assessment report ...... 130 Appendix E Noise assessment ...... 131 Appendix F Statement of Heritage Impact ...... 174 Appendix G Arborist methodology and tree survey results ...... 175
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 3 Figures Figure 1 Planning approval and consultation process for the Proposal ...... 14 Figure 2 Regional context ...... 18 Figure 3 View of Toongabbie Station from Wentworth Avenue ...... 19 Figure 4 View of Toongabbie Station from Portico Parade ...... 19 Figure 5 Existing bus stop on Wentworth Avenue ...... 20 Figure 6 Existing bus stop on Portico Parade ...... 20 Figure 7 View from Toongabbie Station footbridge looking west ...... 21 Figure 8 Site locality map ...... 23 Figure 9 The proposal (Indicative only, subject to detailed design) ...... 30 Figure 10 Photomontage 1 – proposed view looking south west from Wentworth Avenue (indicative only, subject to detailed design)...... 33 Figure 11 Photomontage 2 – Proposed view looking north from Toongabbie Road (indicative only, subject to detailed design) ...... 34 Figure 12 Photomontage 3 – Proposed view looking south east from Portico Parade (indicative only, subject to detailed design) ...... 34 Figure 13 Indicative site compound and storage area ...... 42 Figure 14 Parramatta LEP zoning map (site location is shown circled in red) ...... 48 Figure 15 Holroyd LEP zoning map (site location is shown circled in red) ...... 50 Figure 16 Proposed construction compounds and haulage access ...... 60 Figure 17 Visual impact assessment sensitive receivers/viewpoints ...... 66 Figure 18 Sensitive noise receivers, land use map and noise monitoring location ...... 76 Figure 19 Listed LEP heritage items and s170 curtilage of Toongabbie Railway Station Group, Underbridge and Archaeological Remains...... 88 Figure 20 Tree groups ...... 98
Tables Table 1 Indicative construction staging for key activities ...... 37 Table 2 Other legislation applicable to the Proposal ...... 45 Table 3 Relevant provisions of the Parramatta LEP ...... 47 Table 4 Relevant provisions of the Holroyd LEP ...... 49 Table 5 NSW Government policies and strategies applicable to the Proposal ...... 51 Table 6 Infrastructure SEPP consultation requirements...... 55 Table 7 On-street car parking impacts ...... 62 Table 8 Summary of visual impact assessment results ...... 69 Table 9 Summary of noise monitoring results, dB(A) ...... 75 Table 10 Construction noise management level guidelines for residential receivers ...... 77 Table 11 Proposal specific construction noise management levels, dB(A)...... 78
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 4 Table 12 Vibration safe working buffer distances (metres) ...... 79 Table 13 Guideline velocities for short term vibration on structures ...... 80 Table 14 Proposal specific operational noise criteria ...... 80 Table 15 Construction noise impact summary during standard construction hours ...... 81 Table 16 Construction noise impact summary outside standard construction hours ...... 82 Table 17 Construction vibration impact summary ...... 84 Table 18 Heritage items within the vicinity of the Proposal ...... 87 Table 19 Toongabbie Station Group key elements ...... 89 Table 20 Proposed mitigation measures ...... 106
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 5 Abbreviations
Term Meaning
AHIMS Aboriginal Heritage Information Management System
ASA Asset Standards Authority (refer to Definitions)
BCA Building Code of Australia
CBD Central Business District
CCTV Closed Circuit TV
CEMP Construction Environmental Management Plan
CLM Act Contaminated Land Management Act 1997 (NSW)
CNVMP Construction Noise and Vibration Management Plan
CPTED Crime Prevention Through Environmental Design
DBH Diameter Breast Height
DBYD Dial Before You Dig
DDA Disability Discrimination Act 1992 (Cwlth)
DEC Department of Environment and Conservation
DECC Department of Environment and Climate Change
DoE Commonwealth Department of the Environment
DP&E NSW Department of Planning and Environment
DSAPT Disability Standards for Accessible Public Transport (2002)
ECM Environmental Controls Map
EPA Environment Protection Authority
EP&A Act Environmental Planning and Assessment Act 1979 (NSW)
EP&A Regulation Environmental Planning and Assessment Regulation 2000 (NSW)
EPBC Act Environment Protection and Biodiversity Conservation Act 1999 (Cwlth)
EPI Environmental Planning Instrument
EPL Environment Protection Licence
ESD Ecologically Sustainable Development (refer to Definitions)
FM Act Fisheries Management Act 1994 (NSW)
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 6 Term Meaning
Heritage Act Heritage Act 1977 (NSW)
HV High Voltage
ICNG Interim Construction Noise Guideline (Department of Environment and Climate Change, 2000).
Infrastructure SEPP State Environmental Planning Policy (Infrastructure) 2007 (NSW)
INP Industrial Noise Policy (EPA, 2000)
LEP Local Environmental Plan
LGA Local Government Area
LoS Level of Service
LV Low Voltage
NCC National Construction Code
NES National Environmental Significance
Noxious Weeds Act Noxious Weeds Act 1993 (NSW)
NPW Act National Parks and Wildlife Act 1974 (NSW)
NSW New South Wales
OEH NSW Office of the Environment and Heritage
OOHW Out of hours works
PA system Public Address system
PDP Public Domain Plan
POEO Act Protection of the Environment Operations Act 1997 (NSW)
RailCorp (former) Rail Corporation of NSW
RBL Rating Background Level
REF Review of Environmental Factors (this document)
RNP Road Noise Policy (EPA, 2013)
Roads Act Roads Act 1993 (NSW)
Roads and Maritime NSW Roads and Maritime Services (formerly Roads and Traffic Authority)
SEPP State Environmental Planning Policy
SHR State Heritage Register
SoHI Statement of Heritage Impact
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 7 Term Meaning
Sydney Trains From 1 July 2013, Sydney Trains replaced CityRail as the provider of metropolitan train services for Sydney.
TAP Transport Access Program
TCP Traffic Control Plan
TfNSW Transport for NSW
TGSI Tactile Ground Surface Indicators (“tactiles”)
TMP Traffic Management Plan
TPZ Tree Protection Zone
TSC Act Threatened Species Conservation Act 1995 (NSW)
WARR Act Waste Avoidance and Resource Recovery Act 2001 (NSW)
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 8 Definitions
Term Meaning
Asset Standards The ASA is an independent body within TfNSW, responsible for engineering Authority governance, assurance of design safety, and ensuring the integrity of transport and infrastructure assets. Design Authority functions formerly performed by RailCorp are now exercised by ASA.
Concept design The concept design is the preliminary design presented in this REF, which would be refined by the Contractor (should the Proposal proceed) to a design suitable for construction (subject to TfNSW acceptance).
Design and A method to deliver a project in which the design and construction services are Construct contracted by a single entity known as the Contractor. The Contractor completes Contract the project by refining the concept design presented in the REF and completing the detailed design so that it is suitable for construction (subject to TfNSW acceptance). The Contractor is therefore responsible for all work on the project, both design and construction.
Detailed design Detailed design broadly refers to the process that the Contractor undertakes (should the Proposal proceed) to refine the concept design to a design suitable for construction (subject to TfNSW acceptance).
Disability The Commonwealth Disability Standards for Accessible Public Transport 2002 Standards for (“Transport Standards”) (as amended) are a set of legally enforceable standards, Accessible Public authorised under the Commonwealth Disability Discrimination Act 1992 (DDA) Transport for the purpose of removing discrimination ‘as far as possible’ against people with disabilities. The Transport Standards cover premises, infrastructure and conveyances, and apply to public transport operators and premises providers.
Ecologically As defined by clause 7(4) Schedule 2 of the EP&A Regulation. Sustainable Development that uses, conserves and enhances the resources of the Development community so that ecological processes on which life depends are maintained, and the total quality of life, now and in the future, can be increased.
Feasible A work practice or abatement measure is feasible if it is capable of being put into practice or of being engineered and is practical to build given project constraints such as safety and maintenance requirements.
Interchange Transport interchange refers to the area/s where passengers transit between vehicles or between transport modes. It includes the pedestrian pathways and cycle facilities in and around an interchange.
Noise sensitive In addition to residential dwellings, noise sensitive receivers include, but are not receiver limited to, hotels, entertainment venues, pre-schools and day care facilities, educational institutions (e.g. schools, TAFE colleges), health care facilities (e.g. nursing homes, hospitals), recording studios and places of worship/religious facilities (e.g. churches).
NSW Trains From 1 July 2013, NSW Trains became the new rail provider of services for regional rail customers.
Opal card The integrated ticketing smartcard being introduced by TfNSW.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 9 Term Meaning
Out of hours Defined as works outside standard construction hours (i.e. outside of 7am to works 6pm Monday to Friday, 8am to 1pm Saturday and no work on Sundays/public holidays).
Proponent A person or body proposing to carry out an activity under Part 5 of the EP&A Act - in this instance, TfNSW.
Rail possession Possession is the term used by railway building/maintenance contractors to indicate that they have taken possession of the track (usually a block of track) for a specified period, so that no trains operate for a specified time. This is necessary to ensure the safety of workers and rail users.
Reasonable Selecting reasonable measures from those that are feasible involves making a judgment to determine whether the overall benefits outweigh the overall adverse social, economic and environmental effects, including the cost of the measure.
Sensitive Land uses which are sensitive to potential noise, air and visual impacts, such as receivers residential dwellings, schools and hospitals.
Sydney Trains From 1 July 2013, Sydney Trains replaced CityRail as the provider of metropolitan train services for Sydney.
Tactiles Tactile tiles or Tactile Ground Surface Indicators (TGSIs) are textured ground surface indicators to assist pedestrians who are blind or visually impaired. They are found on many footpaths, stairs and train station platforms.
The Proposal The construction and operation of the Toongabbie Station Upgrade.
Vegetation The TfNSW guide that applies where there is vegetation clearing proposed, and Offset Guide where the impact of the proposed clearing is not deemed ‘significant’ for the purposes of section 111 of the EP&A Act. The Guide provides for planting of a minimum of eight trees for each large tree with a diameter at breast height (DBH) of more than 60 cm, four trees where the DBH is 15-60 cm, or two trees where DBH is less than 15 cm.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 10
Executive summary
Overview Transport for NSW (TfNSW) is the government agency responsible for the delivery of major transport infrastructure projects in NSW and is the proponent for the Toongabbie Station Upgrade (the Proposal). The Proposal is part of the Transport Access Program which is a NSW Government initiative to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure. This Review of Environmental Factors (REF) has been prepared to assess the environmental impacts associated with the construction and operation of the Proposal under the provisions of Part 5 of the Environmental Planning and Assessment Act 1979 (EP&A Act).
Description of the Proposal The key features of the Proposal are summarised as follows: demolition of the non-accessible ramps on the eastern and western sides of the station installation of new lifts on platforms, and stairs at the station entrances refurbish existing stairs to platforms, or replacement with new stairs new accessible paths between interchange areas and the station entrance new stairs on the eastern and western sides of the station widening a section of the existing footbridge for ticketing and passenger information facilities, a staff room, and a family accessible toilet extension of the platform canopies a new accessible customer information window, staff room and an ambulant cubicle in the existing building on platform 1/2 a new switch room and communication room in the building on platform 3/4 new family accessible toilets within the existing station buildings on both platforms new bicycle racks near the station entrances new kiss and ride facilities on Portico Parade and Wentworth Avenue new accessible parking spaces on Wentworth Avenue upgrade of the intersection of Portico and Cornelia roads to Roads and Maritime Services (Roads and Maritime) standards relocation of the bus stop on Portico Parade relocation of the pedestrian crossing on Wentworth Parade extension of taxi ranks at Portico Parade ancillary works, including minor platform resurfacing, wayfinding, anti-throw screens, minor drainage works, adjustments to lighting, modifications to station communication, and security systems with new CCTV cameras Subject to approval, construction is expected to commence in late 2016 and take around 18 months to complete. A detailed description of the Proposal is provided in Chapter 3 of this REF.
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Need for the Proposal Improving transport customer experience is the focus of the NSW Government transport initiatives. Transport interchanges, train stations and commuter car parks are important gateways to the transport system and as such play a critical role in shaping the customer experience and perception of public transport. The upgrades are designed to drive a stronger customer experience outcome, to deliver improved travel to and between modes, encourage greater public transport use and better integrate interchanges with the role and function of town centres. The Proposal would also assist in responding to forecasted growth in the region and as such would support growth in commercial and residential development. The Proposal fulfils the program objectives by proposing to provide: an accessible station for those with a disability, the ageing, and parents/carers with prams improved customer safety and enhance pedestrian network links by upgrading entrances, footpaths and pedestrian crossings improved customer experience and amenity by improving facilities, including canopies for weather protection, family accessible toilets, lifts, new ticketing and passenger information facilities and new wayfinding around the station transport interchange facilities with new accessible parking, kiss and ride facilities, relocation of bus stops, and new bicycle parking facilities a station that is sympathetic to existing heritage features functionality with a new communications and switch room, upgraded staff facilities, including an ambulant cubicle within the station building on platform 1/2. The Proposal would also ensure that Toongabbie Station would meet legislative requirements under the Disability Standards for Accessible Public Transport 2002 (DSAPT).
Design options considered Four options were developed to address accessibility and customer experience needs and other design principles. All four options included the addition of four new lifts, accessible toilet facilities, an extension of platform canopies, a new accessible customer service window on platform 1/2, and improvements to the interchange facilities. The key differences between the options focused on the footbridge and access ramps/stairs, as summarised below: Option A1 proposed the retention of the existing footbridge and ramps and the widening of the footbridge to provide ticketing and passenger information facilities. No new stairs would be constructed. Option A2 proposed retention of the existing footbridge and demolition of the ramps. The ramps would be replaced with new stairs to provide station access from Wentworth Avenue and Portico Parade. Similar to Option A1, the footbridge would be widened to accommodate ticketing and passenger information facilities. Option B proposed demolition of the existing footbridge, ramps and stairs. A new footbridge, stairs and station concourse with ticketing and passenger information facilities would be constructed south of the existing structures. This option would achieve compliant vertical clearance from the rail tracks. Option C proposed demolition of the existing footbridge, ramps and stairs and the construction of a new footbridge, access stairs and station concourse with ticketing and passenger information facilities at the northern end of the station.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 12 Option A2 was selected as the preferred option and was further refined to include a switch room and communication room, a staff rooms and ambulant cubicle, Tactile Ground Surface Indicators, an upgrade of the Portico Parade/Cornelia Road intersection and the relocation of the 705/711 bus stop on Portico Parade
Statutory considerations The EP&A Act provides for the environmental impact assessment of development in NSW. Part 5 of the EP&A Act generally specifies the environmental impact assessment requirements for activities undertaken by public authorities, such as TfNSW, which do not require development consent under the EP&A Act. The State Environmental Planning Policy (Infrastructure) 2007 (the Infrastructure SEPP) is the primary environmental planning instrument relevant to the proposed development and is the key environmental planning instrument which determines that this Proposal is permissible without consent and therefore is to be assessed under Part 5 of the EP&A Act. Clause 79 of the Infrastructure SEPP allows for the development of ‘rail infrastructure facilities’ by or on behalf of a public authority without consent on any land. Clause 78 defines ‘rail infrastructure facilities’ as including elements such as ‘railway stations, station platforms and areas in a station complex that commuters use to get access to the platforms’, ‘public amenities for commuters’ and ‘associated public transport facilities for railway stations’. As TfNSW is a public authority and the proposed activity falls within the definition of rail infrastructure facilities under the Infrastructure SEPP, the Proposal is permissible without consent. Consequently the environmental impacts of the Proposal have been assessed by TfNSW under Part 5 of the EP&A Act. This REF has been prepared to assess the construction and operational environmental impacts of the Proposal. The REF has been prepared in accordance with clause 228 of the Environment Planning and Assessment Regulation 2000 (the EP&A Regulation). In accordance with section 111 of the EP&A Act, TfNSW, as the proponent and determining authority, must examine and take into account to the fullest extent possible all matters affecting or likely to affect the environment by reason of the proposed activity. Chapter 6 of this REF presents the environmental impact assessment for Toongabbie Station Upgrade, in accordance with these requirements.
Community and stakeholder consultation Under the Infrastructure SEPP, consultation is required with local councils or public authorities in certain circumstances, including where Council-managed infrastructure is affected. Consultation has been undertaken with Sydney Trains, Parramatta City Council, and Holroyd City Council during the development of design options and the preferred option. Consultation with these stakeholders would continue through the detailed design and construction of the Proposal. TfNSW is also proposing to undertake the following consultation for the Proposal: direct notification to community stakeholders public display of the REF. Community consultation activities for the Proposal would be undertaken during the public display period of this REF. The REF would be displayed for a period of approximately two weeks. Further information about these specific activities is included in Section 4.5 of this REF.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 13 During this period, the REF would also be available for viewing at the following locations: Constitution Hill Branch Library - 20 Hollis Street, Constitution Hill (in Emma Crescent Shopping Centre) Holroyd City Council - 16 Memorial Avenue, Merrylands Wentworthville Branch Library - 2 Lane Street, Wentworthville Parramatta City Council - 126 Church Street, Parramatta Transport for NSW Customer Information Centre - 388 George Street, Sydney (enter on King Street). The REF would also be available to download from the TfNSW website1 and a Project Infoline (1800 684 490) would be available for members of the public to make enquiries. TfNSW would review and assess all feedback received during the public display period, prior to determining whether or not to proceed with the Proposal. Should the Proposal proceed to construction, the community would be kept informed throughout the duration of the construction period. Figure 1 presents an overview of the consultation and planning process and the current status of the Proposal.
Figure 1 Planning approval and consultation process for the Proposal
1 http://www.transport.nsw.gov.au/projects-tap
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 14 Environmental impact assessment This REF identifies the potential environmental benefits and impacts of the Proposal and outlines the mitigation measures to reduce the identified impacts. The following key impacts have been identified should the Proposal proceed: introduction of new elements, such as canopies and lifts, into the visual environment temporary noise and vibration impacts during construction temporary changes to vehicle and pedestrian movements to access the station and taxi parking temporary disruptions to station facilities and amenities during construction impacts to heritage-listed platform buildings removal of trees and vegetation. The longer term benefits of the Proposal include improved accessibility to the station and improved station and interchange facilities. Further information regarding these impacts is provided in Chapter 6 of the REF.
Conclusion This REF has been prepared having regard to sections 111 and 112 of the EP&A Act, and clause 228 of the EP&A Regulation, to ensure that TfNSW takes into account to the fullest extent possible, all matters affecting or likely to affect the environment as a result of the Proposal. The detailed design of the Proposal would also be designed in accordance with the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a) taking into account the principles of ecologically sustainable development (ESD). Should the Proposal proceed, any potential associated adverse impacts would be appropriately managed in accordance with the mitigation measures outlined in this REF, and the Conditions of Approval imposed in the Determination Report. This would ensure the Proposal is delivered to maximise benefit to the community and minimise any adverse impacts on the environment. In considering the overall potential impacts and proposed mitigation measures outlined in this REF, the Proposal is unlikely to significantly affect the environment including critical habitat or threatened species, populations, ecological communities or their habitats.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 15 1 Introduction
Transport for NSW (TfNSW) was established in 2011 as the lead agency for integrated delivery of public transport services across all modes of transport in NSW. TfNSW is the proponent for the Toongabbie Station Upgrade (the Proposal), to be delivered by the Infrastructure and Services Division.
1.1 Overview of the Proposal
1.1.1 The need for the Proposal
The Transport Access Program (TAP) is an initiative by Transport for New South Wales (TfNSW) to provide a better experience for public transport customers by delivering accessible, secure and integrated transport infrastructure where it is needed most. Toongabbie Station does not currently meet the key requirements of the Disability Standards for Accessible Public Transport 2002 (DSAPT) or the Commonwealth Disability Discrimination Act 1992 (DDA). There is currently no accessible path to the station platforms, and the existing ramps to the footbridge do not facilitate access for customers with a disability. There are also issues with the connections between the station and other modes of transport, including a non- accessible taxi rank, and no kiss and ride bays or bicycle parking. The Proposal is required to provide safe and equitable access to the station and surrounding precinct. The improvements also would assist in supporting growth in public transport use, and would provide an improved customer experience for existing and future users of the station. The expected increase in customers has been taken into consideration during the design development. The 2013 barrier counts indicated a daily patronage of 4,940 trips which is forecast to increase to 8,260 trips in 2036. The Proposal has been designed to accommodate the forecast 2036 daily patronage of 8,260 plus 15 per cent.
1.1.2 Key features of the Proposal
The key features of the Proposal are summarised as follows: demolition of the non-accessible ramps on the eastern and western sides of the station installation of new lifts on platforms, and stairs at the station entrances refurbish existing stairs to platforms, or replacement with new stairs new accessible paths between interchange areas and the station entrance new stairs on the eastern and western sides of the station widening a section of the existing footbridge for ticketing and passenger information facilities, a staff room, and a family accessible toilet extension of the platform canopies a new accessible customer information window, staff room and an ambulant cubicle in the existing building on platform 1/2 a new switch room and communication room in the building on platform 3/4 new family accessible toilets within the existing station buildings on both platforms new bicycle racks near the station entrances
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 16 new kiss and ride facilities on Portico Parade and Wentworth Avenue new accessible parking spaces on Wentworth Avenue upgrade of the intersection of Portico and Cornelia roads to Roads and Maritime Services (Roads and Maritime) standards relocation of the bus stop on Portico Parade relocation of the pedestrian crossing on Wentworth Parade extension of taxi ranks at Portico Parade ancillary works, including minor platform resurfacing, wayfinding, anti-throw screens, minor drainage works, adjustments to lighting, modifications to station communication, and security systems with new CCTV cameras. Subject to planning approval, construction is expected to commence in late 2016 and take around 18 months to complete. A detailed description of the Proposal is provided in Chapter 3 of this Review of Environmental Factors (REF).
1.2 Location of the Proposal Toongabbie Station (the Proposal site) is located is located about 30 kilometres to the west of the Sydney central business district (CBD) in the suburb of Toongabbie. The Proposal site stretches across two local government areas; Parramatta to the east and Holroyd to the west, with the rail corridor forming a border between the two Councils. The Proposal site includes the rail station and the main pedestrian access paths to the station entrance. Figure 2 shows the regional context of the site. Toongabbie Station is serviced by the Sydney Trains North Shore and Western Line (T1) which provides services between Emu Plains or Richmond and Berowra via Central, and also the Cumberland Line (T5) providing services between Schofields and Campbelltown. Toongabbie Station is the 98th busiest station on the Sydney Trains network, recording a total of 4,940 passenger movements during a typical weekday in 2013 (NSW Bureau of Transport Statistics barrier counts, 2013). The Proposal would involve works at Toongabbie Station on land owned by RailCorp and operated and maintained by Sydney Trains. Work would also be undertaken: along the footpath and road reserves of Portico Parade in areas owned and managed by Holroyd City Council along the footpath, road reserves and road of Wentworth Avenue in areas owned and managed by Parramatta City Council. Photographs of the existing station and interchange are provided in Figure 3, Figure 4, Figure 5, Figure 6 and Figure 7.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 17
Figure 2 Regional context
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 18
Figure 3 View of Toongabbie Station from Wentworth Avenue
Figure 4 View of Toongabbie Station from Portico Parade
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Figure 5 Existing bus stop on Wentworth Avenue
Figure 6 Existing bus stop on Portico Parade
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 20
Figure 7 View from Toongabbie Station footbridge looking west
1.3 Existing infrastructure and land uses
1.3.1 Existing land uses
Land use surrounding Toongabbie Station comprises a mix of low and medium density residential dwellings, recreational and local business uses. Toongabbie town centre is located to the west of the rail reserve and comprises retail, business and community uses. Residential dwellings are located in close proximity to the station along Portico Parade, Junia Avenue, Aurelia Street, Toongabbie Road, Wentworth Avenue, Cooyong Crescent, and Ancona Avenue. St. Anthony’s Catholic Church is located on Aurelia Street about 300 metres to the west of the Station. There is some existing landscaping and vegetation surrounding the station with planted trees along the rail line. Grass patches and low lying planted vegetation are located adjacent to the road reserve and along the footpaths. Portico Park is located on the western side of the station, which has an urban square, scattered trees and a grassy understorey.
1.3.2 Existing infrastructure
Toongabbie Station consists of an island platform configuration with two island platforms serviced by four tracks. Platform 1/2 services trains travelling to the Sydney CBD (the up direction), and platform 3/4 services trains travelling from the Sydney CBD (the down direction). Access to the station is provided by ramps at both the eastern and western entrances, linking to a footbridge over the rail tracks with stairs leading to the platforms. A single add on retail unit is located on the footbridge above platform 1/2.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 21 The Proposal site (refer to Figure 8) includes the rail station, both construction compounds to the north and south of the station in the rail corridor, and the footpath and adjacent road reserves at Portico Parade and Wentworth Avenue. All passenger amenities, services and facilities are located on the station platforms in and around the station building. A ticket office is located on platform 1/2 and a ticketed vending machine is located on platform 3/4. Male and female toilet facilities are provided on platform 1/2, however, these are non-accessible. Existing interchange arrangements at Toongabbie Station are as follows: A raised zebra crossing is located on Wentworth Avenue providing direct access to the eastern station entrance. A signalised pedestrian crossing is located at the intersection of Toongabbie Road, Portico Parade and Cornelia Road. Bus stops for routes 705 and 711 are located on Portico Parade; bus stops located on Wentworth Avenue are served by the N70 and N71 Night Ride bus services. A kiss and ride facility is located on Portico Parade. An informal commuter car park is located to the east of the station on Cooyong Crescent. A taxi rank is located on Portico Parade. No bicycle storage currently exists at the station.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 22
Figure 8 Site locality map
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 23
1.4 Purpose of this Review of Environmental Factors This REF has been prepared by TfNSW to assess the potential impacts of the Toongabbie Station Upgrade. For the purposes of these works, TfNSW is the proponent and the determining authority under Part 5 of the Environmental Planning and Assessment Act 1979 (EP&A Act). The purpose of this REF is to describe the Proposal, to assess the likely impacts of the Proposal having regard to the provisions of section 111 of the EP&A Act, and to identify mitigation measures to reduce the likely impacts of the Proposal. This REF has been prepared in accordance with clause 228 of the Environment Planning and Assessment Regulation 2000 (the EP&A Regulation). This assessment has also considered the relevant provisions of other relevant environmental legislation, including the Threatened Species Conservation Act 1995 (TSC Act), Fisheries Management Act 1994 (FM Act) and the Roads Act 1993 (Roads Act). Having regard to the provisions of the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), this REF considers the potential for the Proposal to have a significant impact on matters of National Environmental Significance (NES) or Commonwealth land, and the need to make a referral to the Commonwealth Department of Environment for any necessary approvals under the EPBC Act. Refer to Chapter 4 for more information on statutory considerations.
Toongabbie Station Upgrade Review of Environmental Factors – March 2016 24
2 Need for the Proposal
Chapter 2 discusses the need and objectives of the Proposal, having regard to the objectives of the Transport Access Program and the specific objectives of the Proposal. This chapter also provides a summary of the options that have been considered during development of the Proposal and why the preferred option has been chosen.
2.1 Strategic justification
2.1.1 Overview
Improving transport customer experience is the focus of the NSW Government’s transport initiatives. Transport interchanges and train stations are the important gateways to the transport system and as such play a critical role in shaping the customer’s experience and perception of public transport. The Toongabbie Station Upgrade, the subject of this REF, forms part of the Transport Access Program. This program is designed to drive a stronger customer experience outcome to deliver seamless travel to and between modes, encourage greater public transport use and better integrate station interchanges with the role and function of town centres within the metropolitan area and developing urban centres in regional areas of NSW. The Proposal is consistent with the NSW Government’s commitment to deliver an efficient and effective transport system around Sydney and NSW as detailed in NSW 2021 – A Plan to Make NSW Number One (Department of Premier and Cabinet, 2011). NSW 2021 is the NSW Government’s ten year plan to guide budget and decision making in NSW. NSW 2021 includes the following goals, targets and priority actions relevant to the Proposal: reduce travel times minimise public transport waiting times for customers improve co-ordination and integration between transport modes grow patronage on public transport improve public transport reliability improve customer experience with transport services. The NSW Government has developed a Long Term Transport Master Plan (TfNSW, 2012a). This plan provides a comprehensive strategy for all modes of transport across NSW over the next 20 years, while also delivering on current commitments. Data forecasts indicate that there would be significant growth in population and employment from 2006 up to 2036 in the area within the Toongabbie Station catchment. The Proposal would help to accommodate this growth and changing travel patterns. The Disability Action Plan 2012-2017 (TfNSW, 2012b) was developed by TfNSW, in consultation with the Accessible Transport Advisory Committee, which is made up of representatives from peak disability and ageing organisations within NSW. The Plan discusses the challenges, the achievements to date, the considerable undertaking that is required to finish the job and provide a solid and practical foundation for future progress over the next five years. The Proposal has been developed in consideration of the objectives outlined in this Plan. Public transport is viewed as critical to urban productivity, expanding employment opportunities by connecting people to jobs, reducing congestion, and supporting delivery of
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 25 urban renewal. Further details of the application of NSW Government policies and strategies are discussed in Section 4.5 of this REF.
2.1.2 Objectives of the Transport Access Program
The Transport Access Program (TAP) is a NSW Government initiative to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure where it is needed most. The program aims to provide: stations that are accessible to those with disabilities, the ageing and parents/carers with prams modern buildings and facilities for all modes that meet the needs of a growing population modern interchanges that support an integrated network and allow seamless transfers between all modes for all customers safety improvements including extra lighting, lift alarm, fences and security measures for car parks and interchanges, including stations, bus stops and wharves signage improvements so customers can more easily use public transport and transfer between modes at interchanges other improvements and maintenance such as painting, new fencing and roof replacements.
2.1.3 Objectives of the Proposal
The specific objectives of the Toongabbie Station Upgrade are to: provide a station that is accessible to those with a disability, the ageing, and parents/carers with prams improve customer safety and enhance pedestrian network links by upgrading entrances, footpaths and pedestrian crossings improve customer experience and amenity by improving facilities, including canopies for weather protection, family accessible toilets, lifts, new ticketing and passenger information facilities and new wayfinding around the station improve transport interchange facilities with new accessible parking, kiss and ride facilities, relocation of bus stops, and new bicycle parking facilities minimise impacts to heritage features improve the station functionality with a new communications and switch room, upgraded staff facilities, including an ambulant cubicle within the station building on platform 1/2.
2.2 Design development AECOM was engaged by TfNSW to develop the concept design for the Proposal that would meet the objectives of the Proposal and accommodate for the forecasted Sydney Trains customer growth. An assessment of Toongabbie Station and surrounds was undertaken to identify key deficiencies and opportunities with regards to accessibility and customer experience. The findings of the assessment were presented in the Toongabbie Station Precinct Accessibility and Commuter Car Park Upgrade – Concept Plan Project (AECOM, 2015) and are summarised below:
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 26 lack of an accessible path between the footbridge and platform need for accessible facilities at the station, including an accessible customer information window, easy platform to train transfer, family accessible toilet on both platforms, an ambulant cubicle for staff in the existing building on platform 1/2 and tactile tiles to stairs, platforms and lifts no formalised kiss and ride area limited weather protection along the platforms limited cycleway connections to Toongabbie Station Precinct and the need for bicycle parking facilities the need for increased CCTV coverage to meet Sydney Trains requirements a number of National Construction Code (NCC) issues were also identified (e.g. the need for fire safety upgrades). The needs and opportunities for Toongabbie Station were then considered in the development of options for the concept design (refer to Section 2.3).
2.3 Alternative options considered Options for improving access to, and the amenity of, Toongabbie Station were developed following a succession of workshops between TfNSW, relevant stakeholders (including Sydney Trains, and the project design team, as well as meetings with Parramatta City Council and Holroyd City Council. Four options were developed to address accessibility and customer experience needs and other design principles. All four options included the addition of four new lifts, accessible toilet facilities, an extension of platform canopies, a new accessible customer service window on platform 1/2, and improvements to the interchange facilities. The key differences between the options focused on the footbridge and access ramps/stairs, as summarised below: Option A1 proposed the retention of the existing footbridge and ramps and the widening of the footbridge to provide ticketing and passenger information facilities. No new stairs would be constructed. Option A2 proposed retention of the existing footbridge and demolition of the ramps. The ramps would be replaced with new stairs to provide station access from Wentworth Avenue and Portico Parade. Similar to Option A1, the footbridge would be widened to accommodate ticketing and passenger information facilities. Option B proposed demolition of the existing footbridge, ramps and stairs. A new footbridge, stairs and station concourse with ticketing and passenger information facilities would be constructed south of the existing structures. This option would achieve compliant vertical clearance from the rail tracks. Option C proposed demolition of the existing footbridge, ramps and stairs and the construction of a new footbridge, access stairs and station concourse with ticketing and passenger information facilities at the northern end of the station.
2.3.1 The ‘do-nothing’ option
Under a ‘do-nothing’ option, existing access to the station would remain the same and there would be no changes to the way the station and interchange currently operates. The NSW Government has identified the need for improving the accessibility of transport interchanges, train stations and commuter car parks across NSW as a priority under the Transport Access Program.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 27 The ‘do nothing‘ option was not considered a feasible alternative as it is inconsistent with NSW Government objectives and legislative requirements and would not help encourage the use of public transport and would not meet the needs of the Toongabbie community.
2.3.2 Assessment of identified options
The four design options were presented to internal stakeholder workshops and assessed using a multi-criteria analysis. The analysis involved consideration of factors such as customer experience, accessibility, engineering constraints, environmental constraints, modal integration, and cost. The preferred option was selected to be taken forward for refinement and further development.
2.4 Justification for the preferred option Based on the multi-criteria analysis, Option A1 was ranked the highest for the price score, due to having the lowest capital costs. However, this option scored low for other non-price areas such as customer experience, and facility operations and maintenance due to the retention of the non-accessible ramps. Whilst Options B and C would deliver the improvements required at the station, the high degree of demolition and rebuilding at the footbridge would result in an increased cost. Option C also provided limited space for disabled users to manoeuvre near the lifts and received the lowest non-priced score. Option B received the highest non-price score, scoring the highest in: customer experience accessibility urban form and land-use integration facility operation and maintenance. However, Option B scored poorly in modal integration and service operation and would likely result in substantial impacts to services during construction. Option A2 was selected as the preferred option as it achieved the highest overall ranking in the multi-criteria analysis. Further to the selection of the preferred option, the following subsequent modifications were incorporated into the preferred concept design: provision of a switch room and communication room in the platform 3/4 station building provision of a staff room and ambulant cubicle in the platform 1/2 station building provision of Tactile Ground Surface Indicators by the platform staircases upgrade of the Portico Parade/Cornelia Road intersection to Roads and Maritime standards relocation of the 705/711 bus stop on Portico Parade closer to the Cornelia Road intersection. A description of the Proposal (Option A2 including subsequent design refinements) is presented in Chapter 3.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 28 3 Description of the Proposal
Chapter 3 describes the Proposal and summarises key design parameters, construction method, and associated infrastructure and activities. The description of the Proposal is based on the concept design and is subject to detailed design.
3.1 The Proposal As described in Section 1.1, the Proposal involves an accessibility upgrade of Toongabbie Station and upgrade of the interchange as part of the Transport Access Program which would improve accessibility and amenities for customers. The Proposal would include the following key elements: demolition of the non-accessible ramps on the eastern and western sides of the station installation of lifts on both platforms, and the station entrances refurbish existing stairs to both platforms, or replacement with new stairs new accessible paths between interchange areas and the station entrance new stairs on the eastern and western sides of the station widening a section of the existing footbridge for ticketing and passenger information facilities, a staff room, and a family accessible toilet extension of the platform canopies a new accessible customer information window, staff room and ambulant cubicle in the existing building on platform 1/2 a new switch room and communication room in the building on platform 3/4 new family accessible toilets within the existing station buildings on both platforms new bicycle racks near the station entrances new kiss and ride facilities on Portico Parade and Wentworth Avenue new accessible parking spaces on Wentworth Avenue upgrade of the intersection of Portico and Cornelia roads to Roads and Maritime Services (Roads and Maritime) standards relocation of the bus stop on Portico Parade relocation of the pedestrian crossing on Wentworth Parade extension of taxi ranks at Portico Parade ancillary works, including minor platform resurfacing, wayfinding, anti-throw screens, minor drainage works, adjustments to lighting, modifications to station communication, and security systems with new CCTV cameras Figure 9 shows the general layout of key elements of the Proposal. Photomontages showing the Proposal are shown in Figure 10, Figure 11 and Figure 12.
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Figure 9 The proposal (Indicative only, subject to detailed design)
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3.1.1 Design features
Station upgrade The upgrade to the station facilities would involve: demolition of the existing ramps at Portico Parade and Wentworth Avenue demolition of the retail outlet on the footbridge construction and installation of four new lifts, associated landings and support structures retention and widening of the existing overhead footbridge to provide additional areas for ticketing and passenger facilities, including a family accessible toilet and staff room construction of new stairs from Portico Parade and Wentworth Avenue to the footbridge refurbishment of existing stairs to both platforms or construction of new stairs to platforms as required provision of anti-throw screens on the stairs and footbridge extending existing canopies for weather protection on both platforms between the station building and the new lifts provision of a new accessible customer information window, staff room and ambulant toilet in the existing station building on platform 1/2 construction of a new switch room and communications room within the existing station buildings on platform 3/4 provision of family accessible toilets within the existing station buildings on both platforms re-grading platform including the installation of tactile ground surface indicators at the platform edge and the base of the stairs and lifts. station building floor level corrections upgrades to the station buildings including staff areas, lighting and toilet facilities construction of deflection walls within the rail corridor provision of new lighting including the new canopies and the underside of the footbridge provision of new handrails along the footbridge upgrade the CCTV system provision of new rail corridor fencing to extend about 50 metres beyond platform ends at both Portico Parade and Wentworth Avenue services relocation and/or adjustments, stormwater drainage, retaining walls, and overhead wiring new/upgraded wayfinding signage and provision of the statutory/regulatory signage landscaping works.
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Interchange facilities The station has interchange facilities at both the Portico Parade and Wentworth Avenue sides of the station. The upgrade to the interchange facilities would involve: provision of new accessible paths to the lifts and stairs at the station entrances relocation of the 705/711 bus stop on Portico Parade closer to the Cornelia Road intersection, including new bus shelter new kiss and ride facilities comprising: o conversion of one existing one hour on street parking space at Portico Parade o use of the Night Ride bus stop on Wentworth Avenue as a kiss and ride zone during peak hours conversion of four two hour parking spaces to three accessible parking spaces on Wentworth Avenue near the new lift to the footbridge relocation of the pedestrian crossing to near the new stairs on Wentworth Avenue, including upgrades to the kerbs and inclusion of new pram ramps provision of a new pedestrian crossing on Portico Parade to the south of Cornelia Road realignment of the existing pedestrian crossing on Portico Parade to the north of Cornelia Road additional bicycle parking facilities including: o undercover bicycle racks near the station entrance at Portico Parade o undercover bicycle racks near the station entrance at Wentworth Avenue provision of new kerbs and pavement adjustments to Portico Parade, including new pram ramps at the Cornelia Road intersection and along the station entrance extension of taxi ranks at Portico Parade.
Construction activities Proposed construction activities include: temporary access provisions to maintain station access temporary site compounds for storage of materials and equipment.
Materials and finishes Materials and finishes for the Proposal have been selected based on the criteria of durability, low maintenance and cost effectiveness, to accord with heritage requirements, to minimise visual impacts, and to be aesthetically pleasing. Availability and constructability are also important criteria to ensure that materials are readily available and the structure can be built with ease and efficiently. Materials are also selected for their application based on their suitability for meeting design requirements. Each of the upgraded or new facilities would be constructed from a range of different materials, with a different palette for each architectural elements. Subject to detailed design, the Proposal would include the following: lift shafts – precast concrete and glass concourse and pedestrian footbridge – concrete or steel base with mesh anti- throw screens and roof
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platform stairs – concrete or steel base with mesh anti-throw screens and canopy platform canopies – steel frame and colorbond. The design would be submitted to TfNSW’s Urban Design and Sustainability Review Panel at various stages throughout the design development for comment before being accepted by TfNSW. An Urban Design Plan (UDP) and/or Public Domain Plan (PDP) would also be prepared by the Contractor, prior to finalisation of detailed design for endorsement by TfNSW.
Figure 10 Photomontage 1 – proposed view looking south west from Wentworth Avenue (indicative only, subject to detailed design)
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Figure 11 Photomontage 2 – Proposed view looking north from Toongabbie Road (indicative only, subject to detailed design)
Figure 12 Photomontage 3 – Proposed view looking south east from Portico Parade (indicative only, subject to detailed design)
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3.1.2 Engineering constraints
There are a number of constraints which have influenced the design development of the Proposal Existing structures: the placement and integrity of existing structures needed to be considered during the development of the design – these structures included the platforms, station buildings, footbridge and platform stairs. Sydney Trains’ requirements: modifications for existing structures and new structures within the rail corridor must be designed and constructed with consideration of train impact loads, structural clearances to the track, and safe working provisions. Utilities: A Dial Before You Dig (DBYD) search has identified a number of utilities in the vicinity of the Proposal including: electrical services (aboveground and underground) telecommunication services (underground) gas stormwater water and sewer cables and conduits for Roads and Maritime traffic signals at nearby intersections rail utilities, including signalling cabling and overhead wiring. Heritage: Toongabbie Station is listed on RailCorp’s Section 170 Heritage and Conservation Register and the Holroyd Local Environmental Plan 2013. The Proposal is predominantly inside the Toongabbie Station group listing boundary. The Statement of Significance associated with the Section 170 Register listing indicates that the aesthetic and representative significance of the station relates to its Inter-War Stripped Functionalist style in an urban setting. The conservation and legibility of these aspects need to be considered and protected during the detailed design development. The fabric of the station platform building on platform 1/2 needs to be considered during detail design. Other considerations: Toongabbie Station is currently non-accessible. The grade of both existing ramps leading to the footbridge are steep, and are not considered to provide an accessible path for users of any wheeled vehicles and/or people with reduced mobility issues. Access to the platforms is also limited, with stairs being the only method of access. There is currently no wheelchair accessible or ambulant cubicles in the existing male and female toilets. There is also a lack of clear way finding signs and accessible ticketing facilities.
3.1.3 Design standards
The Proposal would be designed having regard to the following: Disability Standards for Accessible Public Transport 2002 (issued under the Commonwealth Disability Discrimination Act 1992) National Construction Code relevant Australian Standards Asset Standards Authority standards Sydney Trains standards NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a)
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Guidelines for the Development of Public Transport Interchange Facilities (Ministry of Transport, 2008) Crime Prevention Through Environmental Design (CPTED) principles other TfNSW policies and guidelines other relevant standards and codes.
3.1.4 Sustainability in design
The development of the concept design for the Proposal has been undertaken in accordance with the project targets identified in TfNSW’s Environmental Management System (EMS) and the NSW Sustainable Design Guidelines - Version 3.0 (TfNSW, 2013a) which groups sustainability into seven themes: energy and greenhouse gases climate resilience materials and waste biodiversity and heritage water pollution control community benefit.
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Within each theme, potential initiatives are prioritised into two categories of requirements: Compulsory – the initiative is required to be implemented when applicable to the project as they refer to a corporate target, or are fundamental to the delivery of sustainable assets). Discretionary – the initiative has benefits to be implemented, however may not be the most appropriate. A shortlist of compulsory initiatives has been developed by TfNSW specifically for Transport Access Program projects, which includes the Toongabbie Station Upgrade. These compulsory initiatives have been reviewed and incorporated into the concept design (unless otherwise justified) and documented in a Sustainable Design Guidelines checklist that was approved by TfNSW (a summary of the key initiatives is provided in Appendix C). The checklist and the initiatives contained within would be reviewed again at the detailed design and construction phases, and submitted for approval by TfNSW.
3.2 Construction activities
3.2.1 Work methodology
Subject to approval, construction is expected to commence in late 2016 and take around 18 months to complete. The construction methodology would be further developed during the detailed design of the Proposal by the nominated Contractor in consultation with TfNSW. The proposed construction activities for the Proposal are identified in Table 1. This staging is indicative and is based on the current concept design and may change once the detailed design methodology is finalised. The staging is also dependent on the Contractor’s preferred methodology, program and sequencing of work. Table 1 Indicative construction staging for key activities Stage Activities
Site establishment and establish site compound (erect fencing, tree protection zones, site enabling works offices, amenities and plant/material storage areas etc.) establish temporary station entrance, footbridge, booking office and access path remove vegetation to allow for construction of access stairs services relocation overhead wiring adjustment works
Pedestrian footbridge, lift remove existing pedestrian ramps and stairs construction remove existing retail space
widen existing footbridge and refurbish or construct new stairs structural repair of footbridge columns as required construct: o passenger information and ticketing facilities on the footbridge o staff room o footings for pedestrian bridge lift shafts o canopies, balustrades and mesh anti-throw screens o lifts (shaft and lift base) install lifts (fit out)
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Stage Activities
Platform/building works install platform drainage platform re-grading and resurfacing, including the installation of facilities construct new accessible customer information window, staff room, amenities, family accessible toilets, switch room and communications room in platform buildings construct platform canopies install fixtures, lighting, Public Announcement system, CCTV cameras for affected areas
Interchange works relocate existing pedestrian crossing on Portico Parade provide new kerbs and paving to Portico Parade and Wentworth Avenue relocate bus stop on Portico Parade and construction of new bus shelters reconfigure section of Portico Parade for kiss and ride and accessible parking reconfigure of section of Wentworth Avenue for kiss and ride, night ride bus stop and accessible parking installation of new rail corridor fencing
Finalisation install new bicycle racks on both sides of the station install wayfinding signage electrical and power supply upgrade works upgrade or install new station services and systems replanting and landscaping along Wentworth Avenue mechanical fit out/electrical fit out and drainage works
Testing and commissioning commission relocated high voltage (HV), station low voltage (LV) power supply, lifts, lighting, new/modifications to station services, ticketing systems and communication and security systems
Decommissioning of remove temporary footbridge and booking office temporary facilities and site remove temporary compound and site office demobilisation
3.2.2 Plant and equipment
The plant and equipment likely to be used during construction includes: trucks jackhammers cranes semi-trailers/low loaders grinder manitou chainsaws piling rigs scissor lifts generators concrete pump elevated work platforms bobcats concrete trucks franna crane excavators concrete vibrators asphalt placing plant & equipment demolition saws loader crane (hiab) wacker packers
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power float (for coring machine lighting towers smoothing concrete) rattle gun/impact vibratory roller. balloon wheel dump wrenches trucks hand tools hi rail trucks
3.2.3 Working hours
The majority of works required for the Proposal would be undertaken during standard (NSW) Environment Protection Authority (EPA) construction hours, which are as follows: 7.00 am to 6.00 pm Monday to Friday 8.00 am to 1.00 pm Saturdays no work on Sundays or public holidays. Certain works may need to occur outside standard hours and would include night works and works during routine track possessions which are scheduled closures that would occur regardless of the Proposal when part of the rail network is temporarily closed and trains are not operating. Out of hours works are required in some cases to minimise disruptions to customers, pedestrians, motorists and nearby sensitive receivers; and to ensure the safety of railway workers and operational assets. It is estimated that approximately six track possessions would be required to facilitate the following: detailed site survey, services investigations, dilapidation survey and/or geotechnical investigations within and around the tracks construction works including: o site establishment o temporary works access o demolition of existing ramp o repairs/upgrade to existing bridge and stair structure o excavation and installation of lift shafts o pedestrian footbridge widening o general concreting activities within the corridor o excavation and installation of new canopy structures o stormwater/drainage works o trenching in platforms for new services and service relocations o platform regrading and resurfacing, testing and commissioning. o movement of heavy plant/machinery as required by the relevant roads authority. Out of hours works may also be scheduled outside track possession periods. Approval from TfNSW would be required for any out of hours work and the affected community would be notified as outlined in TfNSW’s Construction Noise Strategy (TfNSW, 2012c) (refer to Section 6.3 for further details).
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3.2.4 Earthworks Excavations and earthworks would generally be required for the following: high voltage aerial feeder relocation to underground trench or galvanised steel trough bored pile foundations for stairs, lift and canopies are likely to be required (subject to ground conditions and structural design) pits for the proposed lift shafts platform drainage and regrading works the construction of upgraded footpath areas, pedestrian crossings and kerb realignment works other minor civil works, including footings and foundations for structures, drainage/stormwater works (including retaining walls), and trenching activities for service adjustments and relocations Excavated material would be reused onsite where possible or disposed of in accordance with relevant legislative requirements.
3.2.5 Source and quantity of materials
The source and quantity of materials would be determined during the detailed design phase of the Proposal, and would consider the requirements of the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a). Materials would be sourced from local suppliers where practicable. Reuse of existing and recycled materials would be undertaken where practicable.
3.2.6 Traffic access and vehicle movements
Traffic and transport impacts associated with the Proposal are assessed in Section 6.1 of this REF. The potential traffic and access impacts expected during the construction of the Proposal include: temporary disruptions to pedestrians and rail customers with: o changes to station entry due to works on the footbridge and demolition of pedestrian ramps o potential higher levels of platform congestion arising from restricted access to certain areas of the platforms higher road safety risk levels associated with construction vehicle and pedestrian interactions temporary interruptions to the traffic flow on Portico Parade and Wentworth Avenue temporary loss of parking on Portico Parade and Wentworth Avenue.
3.2.7 Ancillary facilities
A temporary construction compound would be required to accommodate a site office, amenities, laydown and storage area for materials. An area for a construction compound has been proposed within the rail corridor immediately south of the station, near the existing Sydney Trains substation adjacent to Wentworth Avenue. Additional storage, where required, would be on the northern side of the station within the rail corridor near the intersection of Portico Parade and Cecilia Street (refer Figure 8). The compound and storage areas would be designed to avoid the removal of trees at these locations. The area nominated for the compound is on land within the rail corridor owned by RailCorp and operated by Sydney
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Trains. Impacts associated with utilising this area have been considered in the environmental impact assessment including requirements for rehabilitation.
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Figure 13 Indicative site compound and storage area
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3.2.8 Public utility adjustments
The Proposal has been designed to avoid relocation of services where feasible, however further investigation may be required. It is likely some services may require relocation, including an Integral Energy electrical pole located south of the existing footbridge, but such relocation is unlikely to occur outside of the footprint of the works assessed in this REF. An upgraded electrical supply for the station is required to accommodate new infrastructure (e.g. new lifts). It is proposed to install a new isolation transformer at Portico Parade. In the event that works would be required outside of this footprint, further assessment would be undertaken. The appropriate utility providers would be consulted during the detailed design phase.
3.3 Property acquisition
3.3.1 Permanent Land Acquisition
TfNSW intends to acquire parts of the adjoining public roads upon which major new infrastructure required for the project is to be constructed. The required acquisitions would be undertaken pursuant to the Land Acquisition (Just Terms Compensation) Act 1991 and the Roads Act 1993.
3.4 Operation management and maintenance All the fixed assets which would form part of the station following the upgrade project would be operated and maintained by Sydney Trains on behalf of Transport for NSW, with the exception of civil assets located in the public domain (council road reserve). These assets include public footpaths, kerbs, traffic signage and public lighting not connected to the station power supply.
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4 Statutory considerations
Chapter 4 provides a summary of the statutory considerations relating to the Proposal including a consideration of NSW Government polices/strategies, NSW legislation (particularly the EP&A Act), environmental planning instruments, and Commonwealth legislation.
4.1 Commonwealth legislation
4.1.1 Environment Protection and Biodiversity Conservation Act 1999
The (Commonwealth) EPBC Act provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places - defined in the EPBC Act as ‘matters of National Environmental Significance (NES)’. The EPBC Act requires the assessment of whether the Proposal is likely to significantly impact on matters of NES or Commonwealth land. These matters are considered in full in Appendix A. The Proposal would not impact on any matters of NES or on Commonwealth land. Therefore, a referral to the Commonwealth Minister for the Environment is not required.
4.2 NSW legislation and regulations
4.2.1 Environmental Planning and Assessment Act 1979
The EP&A Act establishes the system of environmental planning and assessment in NSW. This Proposal is subject to the environmental impact assessment and planning approval requirements of Part 5 of the EP&A Act. Part 5 of the EP&A Act specifies the environmental impact assessment requirements for activities undertaken by public authorities, such as TfNSW, which do not require development consent under Part 4 of the Act. In accordance with section 111 of the EP&A Act, TfNSW, as the proponent and determining authority, must examine and take into account to the fullest extent possible all matters affecting or likely to affect the environment by reason of the Proposal. Clause 228 of the Environmental Planning and Assessment Regulation 2000 (EP&A Regulation) defines the factors which must be considered when determining if an activity assessed under Part 5 of the EP&A Act has a significant impact on the environment. Chapter 6 of the REF provides an environmental impact assessment of the Proposal in accordance with clause 228 and Appendix B specifically responds to the factors for consideration under clause 228.
4.2.2 Other NSW legislation and regulations
Table 2 provides a list of other relevant legislation applicable to the Proposal.
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Table 2 Other legislation applicable to the Proposal Applicable legislation Considerations
Contaminated Land Section 60 of the CLM Act imposes a duty on landowners to notify the Management Act 1997 (CLM Office of Environment and Heritage (OEH), and potentially investigate Act) (NSW) and remediate land if contamination is above EPA guideline levels. The site has not been declared under the CLM Act as being significantly contaminated (refer Section 6.8.1).
Crown Lands Act 1987 The Proposal does not involve works on any Crown land. (NSW)
Disability Discrimination Act The Proposal would be designed having regard to the requirements of 1992 (DDA Act) (Cwlth) this Act.
Heritage Act 1977 (Heritage Sections 57 and 60 (approval) where items listed on the State Act) (NSW) Heritage Register are to be impacted
Sections 139 and 140 (permit) where relics are likely to be exposed
Section 170 where items listed on a government agency Heritage and Conservation Register are to be impacted. A heritage assessment has been undertaken for the Proposal and is summarised in Section 6.5.
National Parks and Wildlife Sections 86, 87 and 90 of the NPW Act require consent from OEH for Act 1974 (NPW Act) (NSW) the destruction or damage of Indigenous objects. The Proposal is unlikely to disturb any Indigenous objects (refer Section 6.4). However, if unexpected archaeological items or items of Indigenous heritage significance are discovered during the construction of the Proposal, all works would cease and appropriate advice sought.
Noxious Weeds Act 1993 There are noxious weeds that have been identified in the Proposal (NSW) area. Appropriate management methods would be implemented during construction (refer Section 6.7).
Protection of the The Proposal does not involve a ‘scheduled activity’ under Schedule 1 Environment Operations Act of the PoEO Act. Accordingly, an Environment Protection Licence 1997 (PoEO Act) (NSW) (EPL) is not required for the Proposal. However, in accordance with Part 5.7 of the PoEO Act, TfNSW would notify the EPA of any pollution incidents that occur onsite. This would be managed in the CEMP to be prepared and implemented by the Contractor.
Roads Act 1993 (Roads Act) Section 138 of the Roads Act requires consent from the relevant road (NSW) authority for the carrying out of work in, on or over a public road. However, clause 5(1) in Schedule 2 of the Roads Act states that public authorities do not require consent for works on unclassified roads. The Proposal would involve works on Portico Parade and Wentworth Avenue, which are local roads under the control of Holroyd City Council and Parramatta City Council, respectively. Consent under the Roads Act is not required, however a Road Occupancy Licence/s would be obtained from the relevant council for temporary road closures as required. Refer to Section 6.1 for more information.
Sydney Water Act 1994 The Proposal would not involve discharge of wastewater to the sewer. (NSW)
Threatened Species The site does not contain suitable habitat for any listed threatened Conservation Act 1995 (TSC species or community and is unlikely to have a significant impact on Act) (NSW) any threatened species or community (refer Section 6.7).
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Applicable legislation Considerations
Waste Avoidance and TfNSW would carry out the Proposal having regard to the requirements Resource Recovery Act of the WARR Act. A site-specific Waste Management Plan would be 2001 (WARR Act) (NSW) prepared.
Water Management Act The Proposal would not involve any water use (from a natural source 2000 (NSW) e.g. aquifer, river – only from the network), water management works, drainage or flood works, controlled activities or aquifer interference.
4.3 State Environmental Planning Policies
4.3.1 State Environmental Planning Policy (Infrastructure) 2007
The Infrastructure SEPP is the key environmental planning instrument which determines the permissibility of the Proposal and which part of the EP&A Act an activity or development may be assessed. Clause 79 of the Infrastructure SEPP allows for the development of ‘rail infrastructure facilities’ by or on behalf of a public authority without consent on any land (i.e. assessable under Part 5 of the EP&A Act). Clause 78 defines ‘rail infrastructure facilities’ as including elements such as ‘railway stations, station platforms and areas in a station complex that commuters use to get access to the platforms’, public amenities for commuters’ and ‘associated public transport facilities for railway stations’. Consequently, development consent is not required for the Proposal which is classified as a rail infrastructure facility, however the environmental impacts of the Proposal have been assessed under the provisions of Part 5 of the EP&A Act. Part 2 of the Infrastructure SEPP contains provisions for public authorities to consult with local councils and other agencies prior to the commencement of certain types of development. Section 5.2 of this REF discusses the consultation undertaken under the requirements of the Infrastructure SEPP. It is noted that the Infrastructure SEPP prevails over all other environmental planning instruments except where State Environmental Planning Policy (Major Development) 2005, State Environmental Planning Policy No 14 – Coastal Wetlands or State Environmental Planning Policy No 26 – Littoral Rainforest applies. The Proposal does not require consideration under these SEPPs and therefore do not require further consideration as part this REF.
4.3.2 State Environmental Planning Policy 55 – Remediation of Land
SEPP 55 provides a State-wide approach to the remediation of contaminated land for the purpose of minimising the risk of harm to the health of humans and the environment. While consent for the Proposal is not required, the provisions of SEPP 55 have still been considered in the preparation of this REF. Section 6.8.1of this REF contains an assessment of the potential contamination impacts of the Proposal. It is unlikely that any large-scale remediation (Category 1) work would be required as part of the Proposal. The proposed land use does not differ to the existing use and is, therefore, unlikely to be affected by any potential contaminants that exist within the rail corridor.
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4.4 Local environmental planning instrument and development controls The Proposal is located within two local government areas (LGAs) – Parramatta and Holroyd. The provisions of the Infrastructure SEPP mean that Local Environmental Plans (LEPs), prepared by councils for an LGA, do not apply. However, during the preparation of this REF, the provisions of the following LEPs were considered: Parramatta Local Environmental Plan 2011 Holroyd Local Environmental Plan 2013.
4.4.1 Parramatta Local Environmental Plan 2011
The Parramatta Local Environmental Plan 2011 (Parramatta LEP) is the governing plan for the Parramatta LGA, including part of Toongabbie. Table 3 summarises the relevant aspects of the Parramatta LEP applicable to the Proposal. Figure 14 shows the relevant section of the zoning map from the Parramatta LEP, with the indicative location of the Proposal. Table 3 Relevant provisions of the Parramatta LEP Provision description Relevance to the Proposal
Clause 2.3 – Land use table The Proposal would be located in or in close proximity to the following and zone objectives zones: the rail corridor is zoned as SP2 Infrastructure (Railway corridor) land occupied by the local retail and commercial services located along Wentworth Avenue to the east of the station is zoned B2 Local centre residential land located along Wentworth Avenue to the south east of the Station is zoned R3 Medium density residential. The Proposal is consistent with the objectives of the SP2 Infrastructure (Railway corridor) zone, B2 Local centre zone, and R3 Medium density zone.
Clause 5.9 – Preservation of The Proposal involves the removal of seven trees adjacent to trees or vegetation Wentworth Avenue Impacts of the proposed tree removals have been considered in Section 6.7.2.
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Figure 14 Parramatta LEP zoning map (site location is shown circled in red)
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4.4.2 Holroyd Local Environmental Plan 2013
The Holroyd Local Environmental Plan 2013 (Holroyd LEP) is the governing plan for the Holroyd LGA, including part of Toongabbie. Table 4 summarises the relevant aspects of the Holroyd LEP applicable to the Proposal. Figure 15 shows the relevant section of the zoning map from the Holroyd LEP, with the indicative location of the Proposal. Table 4 Relevant provisions of the Holroyd LEP Provision description Relevance to the Proposal
Clause 2.3 – Land use table The Proposal would be located in or close proximity to the following and zone objectives zones: the rail corridor is zoned as SP2 Infrastructure (Infrastructure facilities) residential, retail and commercial services located along Portico Parade to the west of the station is zoned as B2 Local centre. The Proposal is consistent with the objectives of the SP2 Infrastructure (Railway corridor) zone and B2 Local centre zone.
Clause 5.9 – Preservation of The Proposal involves the removal of two trees along Portico Parade. trees or vegetation Impacts of the proposed tree removals have been considered in Section 6.7.2.
Clause 5.10 – Heritage The Proposal would have some impact on the heritage significance of conservation Toongabbie Station. These impacts have been considered in Section 6.5.2 and the Statement of Heritage Impact contained in Appendix F.
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Figure 15 Holroyd LEP zoning map (site location is shown circled in red)
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4.5 NSW Government policies and strategies Table 5 provides an overview of other NSW Government policies and strategies relevant to the Proposal. Table 5 NSW Government policies and strategies applicable to the Proposal Policy/Strategy Commitment Comment
NSW 2021 – A Plan NSW 2021 – A Plan to Make NSW The Proposal is consistent with the NSW to Make NSW Number One is a ten-year plan Government’s commitment to: Number One developed in 2011 and outlines the grow patronage on public transport, (Department of high level strategic priorities and and associated goals for government Premier and and its respective agencies. improve customer experience with Cabinet, 2011 transport services. A key aspect in the transport strategy includes: And in particular with Goal 20 – Build liveable centres. the return of quality transport and community services The Proposal also contributes to Goal 14 – Increase opportunities for people with building infrastructure that a disability, by improving transport improves’ people’s lives and access. strengthening our local The Proposal also supports active environments. transport by contributing to the NSW 2021 includes the following development of cycle facilities as part of goals, targets and priority actions an integrated local network. relevant to the Proposal: improve coordination and integration between transport modes grow patronage on public transport improve customer experience with transport services.
NSW Long Term The NSW Long Term Transport The Proposal implements the following Transport Master Master Plan identifies a planned and key themes in the Master Plan: Plan co-ordinated set of actions to improving customers’ journey (TfNSW, 2012a) address transport challenges and experience will guide the NSW Government’s transport funding priorities over the making better use of existing assets next 20 years. providing accessible transport to The Master Plan would meet a help address social exclusion. number of challenges to building an integrated transport system for Sydney and NSW, including: customer-focused integrated transport planning integrated modes to meet customer needs getting Sydney Moving Again sustaining Growth in Greater Sydney. The Master Plan links to NSW 2021, the Metropolitan Strategy for Sydney, the State Infrastructure Strategy, regional and sub-regional strategies, and national plans.
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Policy/Strategy Commitment Comment
Disability Action The Disability Action Plan 2012- The Proposal has been developed with Plan 2012-2017 2017 was developed by TfNSW in consideration of the objectives outlined (TfNSW, 2012b) consultation with the Accessible in this Plan and seeks to improve and Transport Advisory Committee, provide equitable access to public which is made up of up of transport facilities. representatives from peak disability and ageing organisations within NSW. The Disability Plan discusses the challenges, the achievements to date, the considerable undertaking that is required to finish the job, and provides a solid and practical foundation for future progress over the next five years.
Sydney’s Walking Sydney’s Walking Future outlines The Proposal would facilitate walking by Future - the NSW government’s efforts to: removing physical barriers to accessible Connecting people promote walking for transport public transport and by providing and places accessible cross-corridor access, hence connect people to places (TfNSW, 2013b) contributing a relative reduction in local through safe walking networks trips via private cars. around activity centres and public transport interchanges.
Sydney’s Cycling Sydney’s Cycling Future outlines the The Proposal supports the government’s Future - Cycling for NSW government’s commitment to a Bike and Ride initiative that better everyday transport safe and connected network of integrates bicycle riding with other (TfNSW, 2013c) bicycle paths as an important part of modes of transport, making it convenient Sydney’s integrated transport to ride to transport hubs, park bicycles system. The government wants to securely and transfer to public transport make bike riding a convenient and as part of longer transport journeys enjoyable option by improving through the provision of new bicycle access to towns and centres, and parking facilities at Toongabbie Station. investing in bicycle facilities at transport hubs.
Rebuilding NSW – Rebuilding NSW is a plan to deliver The Proposal supports investment in rail State Infrastructure $20 billion in new productive infrastructure, and aligns with the Strategy 2014 infrastructure to sustain productivity reservation of $8.9 billion for urban (NSW Government, growth in our major centres and public transport to support Sydney’s 2014) regional communities. population, that is expected to reach Rebuilding NSW will support overall almost six million by 2031. population growth in Sydney and NSW. Public transport is viewed as critical to urban productivity, expanding employment opportunities by connecting people to jobs, reducing congestion, and supporting delivery of urban renewal.
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Policy/Strategy Commitment Comment
A Plan for Growing A Plan For Growing Sydney The Proposal would be consistent with Sydney superseded the draft Metropolitan the aims of Goal 1 – A competitive economy with world-class services and (Department of Strategy for Sydney 2036. The Plan provides information on the transport and Goal 3 – A great place to Planning and live with communities that are strong, Environment, 2014) strategies to accommodate an additional 664,000 homes and healthy and well connected. 689,000 jobs by 2031, which in part will be helped by a more integrated The Proposal would be consistent with transport network. the key aim for the West Central subregion, which is to promote a The Proposal is located in the West competitive economy through supporting Central subregion and the priorities and developing infrastructure to facilitate relevant for the Toongabbie area movement of workers to the Parramatta include: CBD. a competitive economy accelerate housing supply, choice and affordability and build great places to live.
Parramatta Bike The Parramatta Bike Plan proposes The Proposal provides bike parking at Plan an on-road cycleway along Wentworth Avenue which would (Parramatta Council, Wentworth Avenue providing cycle encourage the use of the bicycles once 2009) connectivity to Toongabbie Station the cycleway is in operation. from the east.
4.6 Ecologically sustainable development TfNSW is committed to ensuring that its projects are implemented in a manner that is consistent with the principles of ecologically sustainable development (ESD). The principles of ESD are generally defined under the provisions of clause 7(4) of Schedule 2 to the EP&A Regulation as: the precautionary principle – If there are threats of serious or irreversible damage, a lack of full scientific uncertainty should not be used as a reason for postponing measures to prevent environmental degradation intergenerational equity – 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 – the diversity of genes, species, populations and their communities, as well as the ecosystems and habitats they belong to, should be maintained or improved to ensure their survival improved valuation, pricing and incentive mechanisms – environmental factors should be included in the valuation of assets and services. The principles of ESD have been adopted by TfNSW throughout the development and assessment of the Toongabbie Station Upgrade. Section 3.1.4 summarises how ESD would be incorporated in the design development of the Proposal. Section 6.13 includes an assessment of the Proposal on climate change and sustainability, and Section 7.2 lists mitigation measures to ensure ESD principles are incorporated during the construction phase of the Proposal.
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5 Community and stakeholder consultation
Chapter 5 discusses the consultation undertaken to date for the Proposal and the consultation proposed for the future. This chapter discusses the consultation strategy adopted for the Proposal and the results of consultation with the community, relevant government agencies and stakeholders.
5.1 Stakeholder consultation during concept design During the concept design process, TfNSW consulted with Sydney Trains, Parramatta City Council, and Holroyd City Council. Sydney Trains was involved in the TfNSW workshops to identify key issues and decide on a preferred option. A meeting was held with Parramatta and Holroyd councils on 11 November 2014 to discuss the Proposal, and gain an understanding of issues, opportunities and challenges for Toongabbie Station and the surrounding area. The following key issues relevant to the Proposal were raised by the councils for consideration: the likelihood of land surrounding the Toongabbie Station Precinct to be redeveloped as medium density housing. rail passengers may prefer to use Pendle Hill Station the possibility of extending on-street parking provisions on Wentworth Avenue. A further meeting was held with Parramatta and Holroyd councils on 16 October 2015 to discuss the Proposal. The following issues were raised by the councils for consideration: retention of the access ramps. inclusion of additional parking in the locality. The issues raised by both councils during the meeting have been considered during the development of the concept design.
5.2 Consultation requirements under the Infrastructure SEPP Part 2, Division 1 of the Infrastructure SEPP contains provisions for public authorities to consult with local councils and other public authorities prior to the commencement of certain types of development. Clauses 13, 14, 15 and 16 of the Infrastructure SEPP require that public authorities undertake consultation with councils and other agencies, when proposing to carry out development without consent. Table 6 provides details of consultation requirements under the Infrastructure SEPP for the Proposal.
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Table 6 Infrastructure SEPP consultation requirements Clause Clause particulars Relevance to the Proposal
Clause 13 | Consultation is required where the The Proposal includes works that Consultation with Proposal would result in: would: Councils – substantial impact on stormwater require connections or impacts the development with management services stormwater system impacts on council related generating traffic that would place disrupt pedestrian and vehicle infrastructure and a local road system under strain movements services involve connection to or impact on impact on road pavements under a council owned sewerage system Council’s care and control involve connection to and impact on Council-operated substantial use of council owned footpaths. water supply Consultation with Parramatta City significantly disrupt pedestrian or Council and Holroyd City Council has vehicle movement been undertaken and would continue involve significant excavation to a throughout the detailed design and road surface or footpath for which construction phases. Council has responsibility.
Clause 14 | Where railway station works: Toongabbie Railway Station is listed Consultation with substantially impact on local as a local heritage item in the heritage Councils – heritage item (if not also a State schedule of the Holroyd LEP. development with heritage item) Consultation with Holroyd City Council impacts on local would be undertaken concurrently with heritage substantially impact on a heritage conservation area. the REF public display, and would continue through the next stages of the Proposal. Refer to Section 6.5 for further information on potential heritage impacts.
Clause 15 | Where railway station works: The Proposal is not located on land Consultation with impact on land that is susceptible that is susceptible to flooding. Councils – to flooding – reference would be Accordingly, consultation with Council development with made to Floodplain Development is not required in regard to this aspect. impacts on flood Manual: the management of flood Refer to Section 6.9. liable land liable land.
Clause 16 | For specified development which The Proposal is not located adjacent Consultation with includes consultation with the OEH for to land reserved under the National public authorities development that is undertaken Parks and Wildlife Act 1974. other than adjacent to land reserved under the Accordingly, consultation with the Councils National Parks and Wildlife Act 1974, OEH on this matter is not required. and other agencies specified by the Infrastructure SEPP where relevant. Although not a specific Infrastructure SEPP requirement, other agencies TfNSW may consult with could include: Roads and Maritime Sydney Trains OEH.
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5.3 Consultation strategy The consultation strategy for the Proposal was developed to encourage stakeholder and community involvement and foster interaction between stakeholders, the community and the project team. The consultation strategy that was developed, having regard to the requirements of the planning process ensures that stakeholders, customers and the community are informed of the Proposal and have the opportunity to provide input. The objectives of the consultation strategy are to: provide accurate and timely information about the Proposal and REF process to relevant stakeholders raise awareness of the various components of the Proposal and the specialist environmental investigations ensure that the directly impacted community are aware of the REF and consulted where appropriate provide opportunities for stakeholders and the community to express their view about the Proposal understand and access valuable local knowledge from the community and stakeholders record the details and input from community engagement activities build positive relations with identified community stakeholders ensure a comprehensive and transparent approach.
5.4 Public display The REF display strategy adopts a range of consultation mechanisms, including: public display of the REF at various locations distribution of a project update at the station, and to local community and rail customers, outlining the Proposal and inviting feedback on the REF advertisement of the REF public display in local newspapers with a link to the TfNSW website that includes a summary of the Proposal and information on how to provide feedback consultation with Parramatta and Holroyd City Councils, Sydney Trains and other non-community stakeholders. Community consultation activities for the Proposal would be undertaken during the public display of this REF. The display period of the REF would be advertised in the week that the public display commences. The REF would be displayed for a period of two weeks. The REF would be placed on public display at the following locations: 1. Constitution Hill Branch Library, 20 Hollis Street, Constitution Hill (in Emma Crescent Shopping Centre) 2. Holroyd City Council, 16 Memorial Avenue, Merrylands 3. Wentworthville Branch Library, 2 Lane Street, Wentworthville 4. Parramatta City Council, 126 Church Street, Parramatta 5. Transport for NSW Information Centre, Ground Floor, 388 George Street, Sydney.
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The REF would also be available on the TfNSW website2. Information on the Proposal would be available through the Project Infoline (1800 684 490) or by email3. During this time feedback is invited. Following consideration of feedback received during the public display period, TfNSW would determine whether to proceed with the Proposal and what conditions would be imposed on the project should it be determined to proceed.
5.5 Aboriginal community involvement A search of the Aboriginal Heritage Information Management System (AHIMS) search was undertaken for the area covered by the Proposal (the area around Toongabbie Station) plus a 2.1 kilometre radius, on 4 March 2016. There were no recorded Aboriginal sites within the Proposal site The extensive landscape modification that has occurred across the Proposal area suggests that intact evidence of Aboriginal land use is unlikely to occur within the boundaries of the Proposal area. Similarly, the high level of disturbance would suggest that the archaeological potential of the area is low. Therefore it was not considered necessary to undertake specific Aboriginal consultation.
5.6 Ongoing consultation At the conclusion of the public display period for this REF, TfNSW would acknowledge receipt of feedback from each respondent. The issues raised by the respondents would be considered by TfNSW before determining whether to proceed with the Proposal (refer Figure 1, page 14). Should TfNSW determine to proceed with the Proposal, the Determination Report would be made available on the TfNSW website and would summarise the key impacts identified in this REF, demonstrate how TfNSW considered issues raised during the public display period, and include a summary of mitigation measures proposed to minimise the impacts of the Proposal. Should TfNSW determine to proceed with the Proposal, the project team would keep the community, councils and other key stakeholders informed of the process, identify any further issues as they arise, and develop additional mitigation measures to minimise the impacts of the Proposal. The interaction with the community would be undertaken in accordance with a Community Liaison Plan to be developed prior to the commencement of construction.
2 http://www.transport.nsw.gov.au/projects-tap 3 [email protected]
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6 Environmental impact assessment
Chapter 6 of the REF provides a detailed description of the likely environmental impacts associated with the construction and operation of the Proposal. For each likely impact, the existing environment is characterised and then an assessment is undertaken as to how the Proposal would impact on the existing environment. This environmental impact assessment has been undertaken in accordance with clause 228 of the EP&A Regulation. A checklist of clause 228 factors and how they have been specifically addressed in this REF is included at Appendix B.
6.1 Traffic and transport A traffic, transport and access impact assessment has been prepared by GHD (2016) for the Proposal. The assessment comprised a desktop analysis only. Detailed traffic volumes and modelling did not form part of this assessment as the Proposal is focused on the station area and is unlikely to have major impacts to the surrounding road network. The findings of the assessment are summarised in this section.
6.1.1 Existing environment
Toongabbie Station Toongabbie Station is served by NSW TrainLink T1 Western and T5 Cumberland lines. These train lines travel from Sydney Central Station towards Schofields (T5 line) or towards Emu Planes (T1) via Toongabbie. Service frequency between Toongabbie Station and Sydney Central Station operates at an average of one service every eight minutes in the AM peak (Sydney Trains, 2016).
Surrounding road network
Portico Parade and Toongabbie Road Portico Parade and Toongabbie Road are collector roads located to the west of the Proposal site. Both roads comprise a carriageway of around 10 metres, accommodating car parking on both sides. A bus stop and taxi zone is located adjacent to the station entrance on Portico Parade. Portico Parade and Toongabbie Road in the vicinity of the station have a sign posted speed limit of 50 km/h.
Wentworth Avenue Wentworth Avenue, which has a seven metre carriageway, is a collector road which connects to Cumberland Highway. A bus stop is situated on both sides of Wentworth Avenue, adjacent to a pedestrian crossing and the station entrance. Parallel parking is also provided on either side of the road. Wentworth Avenue has a sign posted speed limit of 60 km/h
Taxi/ kiss and ride facilities There is an existing kiss and ride zone on the western side of Wentworth Avenue, east of the station, which is signposted with short term five minute parking signs. This area has about two spaces. There are no formal kiss and ride zones on Portico Parade. There is a one space taxi zone provided on the east side of Portico Parade, near Cornelia Road.
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Bus operations There are currently two bus stops located on the both sides of Wentworth Avenue, operated by Transport for NSW, which provides the following services: route N70 (western side of Wentworth Avenue) – NightRide bus between Town Hall and Penrith route N71 (eastern side of Wentworth Avenue) – NightRide bus between Town Hall and Richmond. There are two bus stops located on both sides of Portico Parade, operated by Transport for NSW and Hillsbus. The following services are provided: route 705 – Parramatta to Blacktown via Lalor Park, Seven Hills, Toongabbie, Girraween, Pendle Hill, Wentworthville & Westmead Hospital route 711 – Parramatta to Blacktown via Lalor Park, Seven Hills, Toongabbie, Wentworthville, Westmead Hospital & Westmead.
Pedestrian access and infrastructure Pedestrians can access Toongabbie Station via: footpaths and crossings on Toongabbie Road from the town centre and adjacent residential areas (western side) pedestrian footpaths and crossings on Wentworth Avenue from adjacent residential areas (eastern side) the pedestrian ramps and footbridge linking Toongabbie Road and Wentworth Avenue to the platforms and providing a connection across the rail line.
Bicycle facilities No bicycle parking facilities are currently provided at Toongabbie Station. Toongabbie Interchange is classified as a Level C interchange which requires ten bicycle rack spaces.
Parking Timed on-street car parking is provided on Wentworth Avenue and the surrounding streets. There is no formal commuter car park at Toongabbie Station, however, an informal, at-grade commuter car park is located on Cooyong Crescent.
6.1.2 Potential impacts
a) Construction phase
Construction routes As noted in Section 3.2.7 two potential site construction compound areas have been identified with haulage access shown in Figure 16. The proposed construction compound on Wentworth Avenue would be accessed from the south via Wentworth Avenue from the Great Western Highway. Vehicles accessing the construction compound on the western side of the station would travel along Cornelia Road and turn left onto Portico Parade, before making a right hand turn into the compound. Vehicles can then access the construction compound from Portico Parade. All exiting vehicles from this site would then potentially travel back in an eastbound direction via Cornelia Road, Fitzwilliam Road and towards the Great Western Highway. Depending on the size of the vehicles accessing the construction compounds, suitable traffic control is likely to be required to assist larger vehicles to turn into/out of the compounds.
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Figure 16 Proposed construction compounds and haulage access
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Traffic impact Traffic generated by construction activities would include light vehicles from construction workers as well as heavy vehicles associated with construction plant, deliveries and removal of materials. A list of vehicles types has been provided in Section 3.2.6; typically these would include medium and large rigid vehicles. The traffic likely to be generated by construction would be confirmed by the construction contractor as part of construction planning; however it is likely that there may be some minor delays to local traffic on Wentworth Avenue, Cornelia Road and Toongabbie Road and Portico Parade as these vehicles enter/exit the compounds. Temporary road closures occur on Toongabbie Road, Portico Parade and Wentworth Avenue at various times during the construction period. Road users at these locations may need to take alternate road routes during this time. A construction Traffic Management Plan (TMP) (refer Section 6.1.3) would be developed to address how traffic would be redirected, if required, during the construction period.
Parking impact The construction stage would see a localised reduction of on-street parking spaces particularly on Wentworth Avenue near the proposed construction compound and potentially on Portico Parade. On street parking in the vicinity of the works is anticipated to be sufficient to cater for temporary parking losses during construction.
Pedestrian impact Temporary diversions are likely to occur during the following activities: relocation of the pedestrian crossing on Wentworth Avenue demolition of the ramps and installation of the stairs widening of the footbridge and installation of the lifts realignment of the intersection of Portico Parade and Cornelia Road new pedestrian crossing on Portico Parade, south of Cornelia Road. Changed pedestrian conditions would be managed through the mitigation measures described in Section 6.1.3 and Table 20. Access to the station would be maintained at all times during rail operation. Where possible, new crossing facilities would be constructed before the removal of existing facilities to maintain facilities for pedestrians with minimal interruption.
Cyclist impact At times during construction, there may be some impacts to cyclists that use Portico Parade or Wentworth Avenue for travel routes due to temporary diversions and road closures.
Taxi/bus stop/kiss and ride impact As part of the Proposal, the existing night ride bus stops on Wentworth Avenue would be converted into a combined peak hour kiss and ride zone and night ride bus stop. During construction, bus stops may need to be temporarily relocated to provide an uninterrupted service for bus patrons. Similarly, the taxi and bus zones may require temporary relocation during the construction phase. The existing kiss and ride zone on Wentworth Avenue would also be unavailable at times during construction. Customers would need to use alternate zones for drop off and pick up
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near the station, potentially at available parking on Wentworth Avenue or Toongabbie Road south of the station.
Property access The Proposal would not result in any impacts on access to neighbouring private properties. In the event access is to be temporarily impacted, consultation with the landowner would occur to determine access requirements.
b) Operational phase
Traffic impact The proposed improvements to the station and interchange may attract further traffic to the local road network around the station, particularly on Wentworth Avenue and Portico Parade. However, the proposed improvements to the station are expected to bring about positive outcomes. Improved access between the different modes of public transport (trains, buses, and taxis) at Toongabbie Station would enable a wider proportion of the community to use public transport, attracting more people to use the station and visit the area.
Parking The changes to on-street parking resulting from the proposal are shown in Table 7. The streets affected by the station upgrade are on the eastern side of the Portico Parade (between Cornelia Road Bridge and just south of Aurelia Street) and on the western side of Wentworth Avenue (between the Night Ride bus shelter and Barangaroo Road). Table 7 On-street car parking impacts Parking Existing scenario Proposed scenario Difference Comments type Wentworth Portico Wentworth Portico Avenue Parade Avenue Parade
One hour 0 7 0 6 -1 Conversion to one timed parks kiss and ride space
Two hour 7 6 0 0 -13 Thirteen parking timed parks spaces lost due to footpath widening on Portico Parade and Wentworth Avenue and creation of three accessible spaces on Wentworth Avenue
5 minute 2 0 0 0 -2 Existing five minute timed parks timed parking spaces lost due to footpath widening
Kiss and 0 0 2 21 4 Two kiss and ride Ride spaces provided at Night Ride bus stop and two kiss and ride spaces provided on Portico Parade
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Parking Existing scenario Proposed scenario Difference Comments type Wentworth Portico Wentworth Portico Avenue Parade Avenue Parade
Accessible 0 0 3 0 3 Three additional parking accessible parks on Wentworth Avenue
Taxi zone 0 1 0 21 1 Additional taxi space allocated on Portico Parade
Loading 1 0 0 0 -1 Loading zone lost Zone due to footpath widening
Total 10 14 5 10 -9
Note 1: A no parking zone (two spaces) on Portico Parade would be removed to provide for one taxi space and kiss and ride space at that location.
The time restricted parking spaces impacted by the Proposal are unlikely to be utilised by commuters and would more likely service the local commercial area. The removal of these spaces has the potential to impact these businesses as customers would be required to park a greater distance from these premises. However, observations on site indicate that time restricted parking spaces are not currently at capacity. It is considered that there is sufficient time restricted parking in the surrounding local road network to absorb the loss of on street parking associated with the Proposal. Further discussion would be undertaken with both Parramatta and Holroyd City Councils to discuss the removal of these parking spaces and the potential associated impacts on the local commercial area.
Pedestrians A safer walking environment in and around the station to the taxi, bus and kiss and ride areas would provide positive impacts to pedestrians. The relocation of the pedestrian crossing on Wentworth Avenue adjacent to the new stairs and the new pedestrian crossing on Portico Parade would also provide safer and more direct paths for pedestrians accessing the station. The provision of lifts at the station, with accessible paths would accommodate people with disabilities requiring the elderly and those with prams or luggage access to the station platforms.
Cyclists While formal cycling routes in proximity to the station are limited, the installation of bicycle racks at the station is likely to encourage more active transport in the local area to and from the station.
Taxi, bus stop and kiss and ride facilities Improvements to the taxi, bus and kiss and ride facilities would provide better accessibility to the station, improved interchange between different modes of transport and encourage public transport use. Increases in traffic generation are likely to be minimal.
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6.1.3 Mitigation measures
A construction Traffic Management Plan (TMP) would be prepared by the Contractor in consultation with TfNSW, and provided to Council and RMS as required. The TMP would be the primary management tool to manage potential traffic impacts associated with construction. Table 20 describes the requirements of the TMP. Consultation with the appropriate road authority would be undertaken for the proposed operational changes to Wentworth Avenue and Portico Parade, such as changes to intersections, parking, bus/taxi zones and signage changes etc. Communication would be provided to the community and local residents to inform them of changes to parking, pedestrian access and/or traffic conditions including vehicle movements and anticipated effects on the local road network relating to site works. Refer to Table 20 for a list of proposed mitigation measures.
6.2 Urban design, landscape and visual amenity A visual impact assessment was undertaken by Green Bean Design (2016) for the Proposal. The findings of the assessment are summarised in this section. The assessment included desktop analysis, site inspection and analysis of photomontages. The full report, including a description of the methodology, is provided in Appendix D.
6.2.1 Existing environment
Landscape character The landscape character of the study area is typical of a suburban local centre with a mix of land uses. Features contributing to the visual appearance of the study area include the existing road and rail infrastructure within and surrounding the Proposal site, commercial premises and residential housing, and scattered vegetation including street trees. The station buildings, footbridge and platforms are elevated compared to the surrounding ground levels, and are visible from the adjoining roads and properties along these roads (Portico Parade/Toongabbie Road to the west, and Wentworth Avenue to the east). Key urban design/landscape features surrounding the Proposal site include: a mix of multi-storey commercial and medium density residential development to the east along Wentworth Avenue, with lower density detached residences on bigger blocks further to the east, south-east and north-east the Cornelia Road overbridge and vegetated embankments to the north older style commercial premises to the north-west and south-west along Portico Parade and Toongabbie Road a small reserve/park including playground (Portico Park) directly west of and opposite the station, bounded by Cornelia Road, Toongabbie Road and Aurelia Street a range of commercial properties and the Portico Plaza Shopping Centre further to the west medium density residential apartment buildings further to the south.
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Viewshed The viewshed, which forms the study area for the visual impact assessment, is defined as the area of land surrounding and beyond the Proposal site that could be potentially affected by the Proposal. The viewshed for the Proposal has been divided into a series of bands extending across the landscape from the Proposal site. The primary viewshed extends in a north–south orientation following the main parallel view corridors along both the rail corridor and adjoining road corridors. The primary viewshed also extends perpendicular to the rail corridor along Aurelia Street and Cornelia Road. The viewshed beyond the station precinct is influenced by the mature trees and built environment located to the east and west of the rail corridor, which restricts the visibility to the Proposal site from further afield, and results in a generally restricted extent of visual penetration beyond the surrounding land uses.
Visual absorption capacity Visual absorption capability (VAC) is a classification system used in visual impact assessments to describe the relative ability of the landscape to absorb modifications and alterations without the loss of character or significant impacts to visual amenity. Essentially, the landscape’s VAC provides a measure of its ability to ‘hide’ development. The visual impact assessment concluded that the landscape surrounding the Proposal site has relatively high VAC.
Visual receivers The main views to the Proposal site are from surrounding properties, mainly on Portico Parade/Toongabbie Road and Wentworth Avenue; pedestrians and vehicles travelling along these roads; and from the Cornelia Road overbridge. For the purposes of the assessment, 15 representative viewpoints/visual receivers were identified and are shown in Figure 17. The potential sensitivity of the receivers to change was determined and rated. Sensitivity depends on a number of factors, including the location of receivers, the importance of their view, the activity at this location, and the extent of existing and future screening.
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Figure 17 Visual impact assessment sensitive receivers/viewpoints
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6.2.2 Potential impacts
a) Construction phase The Proposal would generate temporary visual impacts during the construction period. These impacts would be experienced by sensitive visual receivers (including residents, pedestrians, cyclists, motorists and local workers) in the vicinity of the construction works and from the identified receiver locations with views of the Proposal site. During construction, visible elements would include work sites, construction compound/s, machinery and equipment, fencing and hoardings, soil stockpiles, waste materials, lighting during any night works, and partially constructed structures. Some screening would be provided by tree planting within garden areas, however the removal of existing trees adjoining the station pedestrian bridge would have the potential to remove screening toward the construction activities. Overall, the potential visual impacts of construction activities are considered to be minimal as the works would be temporary and short-term.
b) Operational phase Potential visual impacts relate to the introduction of new elements in the landscape. The key features of the Proposal are described in Section 3.1.1. Once constructed, the potential visual impacts of the Proposal would be mainly associated with: the upgraded station facilities, including the new lift shaft, extended footbridge and platform and footbridge canopies new stairs and station entrance canopies lighting including for the new canopies and the underside of the footbridge. Photomontages providing an indication of the appearance of the Proposal are included as Figure 10, Figure 11 and Figure 12.
Landscape character impacts The Proposal would have an overall low impact on the existing urban landscape character of the study area. The bulk and scale of the new structures would be partially visually contained by the existing mature trees around and beyond the Proposal site, as well as the existing commercial and residential development surrounding the Proposal site and in the local centre to the west. The design of the Proposal incorporates various features that would visually minimise its bulk and scale, including modulation and articulation of the structures. The Proposal would integrate with the existing station precinct and, as it involves an upgrade to existing facilities, the Proposal would retain the station’s existing function and purpose in relation to surrounding land uses. The Proposal presents a rational approach to pedestrian and vehicular movement within the station precinct, and it provides connectivity to adjoining areas. The Proposal has the potential to result in a beneficial visual outcome. The application of contemporary design, modern materials and sympathetic colours to the existing station precinct would create a legible and high quality visual asset within the surrounding urban landscape.
Visual impacts The significance of the potential visual impacts was determined by assessing the magnitude of potential impacts for each receiver in combination with the sensitivity of the receiver. Significant impacts are considered to be those with a rating of high-moderate or above. A summary of the results of the visual impact assessment for those receivers with the potential to be impacted by the Proposal is provided in Table 8.
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In summary, the majority of surrounding receivers would not be substantially impacted by the Proposal. Pedestrians and motorists travelling along the adjoining roads would not experience any major change to their views. Potential visual impacts would also be limited due to the transitory and relatively short term nature of views from the surrounding road corridors. In addition, the views from representative viewpoints R4, R5, R9, and R11 (shown Figure 17) to the Proposal site are obscured by existing plantings and/or buildings. As a result, these receivers would not be impacted by the Proposal and they have not been included in Table 8. The assessed significance of impacts for the receivers with the potential to be impacted by the Proposal ranges from negligible to moderate. Views towards the Proposal would be partially screened by existing mature trees and shrub plantings to the north and south of the Proposal site, and the existing multi-storey buildings surrounding the Proposal site. The new elements associated with the proposal are consistent with the function and purpose of the station and in general, would complement the form of the existing buildings beyond the station. This, together with the features incorporated in the design of the Proposal, would minimise the potential for visual impacts. As noted in Section 3, the Proposal would involve providing new lighting including for the new canopies and the underside of the footbridge for operational, safety, security and maintenance purposes. The Proposal site is surrounded by roads and commercial land uses which are already generally well-lit at night. As a result, and with the implementation of the mitigation measures provided in Table 20, it is not anticipated that the proposed lighting would adversely impact surrounding receivers. The distance between the Proposal site and public domain areas, road corridors and residential areas would result in shadows cast by new infrastructure being largely contained within the station precinct boundary. Therefore, the Proposal is unlikely to create any substantial cumulative shadowing in addition to existing shadowing from the mature tree plantings surrounding the station precinct. The removal of existing vegetation would have the potential to remove screening toward the Proposal works. However, the Proposal would be visible and reasonably prominent within the available viewshed, including views toward key features such as the station lifts and stairs.
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Table 8 Summary of visual impact assessment results Receiver View direction Description of the existing Sensitivity Overview of the potential visual Magnitude of Significance viewpoint (refer and distance to views from receivers to the of receiver impacts of the Proposal visual of visual to Figure 17) Proposal site Proposal site impacts impacts
R1 Three storey Looking south Residential ground and upper High The Proposal would form a Low Moderate development toward the storey views are partially partially and indirect visible (commercial Proposal. indirect, and from ground level element within the station visual ground floor Between 50 partially filtered by existing environment. The introduced with residential metres and 150 street tree planting alongside elements generally complement unit metres. the eastern boundary of the the scale of existing residential development rail corridor. Existing views and commercial buildings above) extend west across the rail surrounding the station. The corridor toward the Proposal is not expected to create Toongabbie commercial a noticeable deterioration in the centre. existing view.
R2 Three storey Looking south to Residential ground and upper High The Proposal would form a visible Low Moderate development south west storey views are direct, and element within the surrounding (commercial toward the extend toward the station visual environment. The ground floor Proposal. precinct and rail infrastructure. introduced elements complement with residential Between 50 Existing views from upper the scale and form of some unit metres and 100 storeys extend west across the existing commercial and development metres. rail corridor toward the residential buildings beyond the above) Toongabbie commercial station. The Proposal is not centre. expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
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Receiver View direction Description of the existing Sensitivity Overview of the potential visual Magnitude of Significance viewpoint (refer and distance to views from receivers to the of receiver impacts of the Proposal visual of visual to Figure 17) Proposal site Proposal site impacts impacts
R3 Three storey Looking west Residential ground and upper High The Proposal would form a visible Low Moderate development toward the storey views are direct, and element within the surrounding (commercial Proposal. extend toward the station visual environment with direct ground floor Between 50 precinct and rail infrastructure. views towards the Proposal The with residential metres and 100 Existing views from upper introduced elements complement unit metres. storeys extend west across the the scale and form of some development rail corridor toward the existing commercial and above) Toongabbie commercial residential buildings beyond the centre. station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
R6 Detached Looking north Ground and first storey views High The Proposal would form a visible Low Moderate single and two west toward the toward Toongabbie Station are element within the surrounding storey Proposal. largely screened and filtered visual environment; however residential Between 100 by existing tree planting views toward the Proposal for dwellings metres and 150 alongside the rail corridor. three of the four dwellings would metres. be partially filtered and/or screened by plantings against the rail corridor and along Wentworth Avenue. The Proposal would introduce constructed elements however is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
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Receiver View direction Description of the existing Sensitivity Overview of the potential visual Magnitude of Significance viewpoint (refer and distance to views from receivers to the of receiver impacts of the Proposal visual of visual to Figure 17) Proposal site Proposal site impacts impacts
R7 Commercial Looking north Ground level and indirect Moderate The Proposal would form a visible Low Moderate-low properties east toward the views toward Toongabbie element within the surrounding Proposal. Station are largely filtered by visual environment; however Between 50 existing tree planting alongside views toward the Proposal would metres and 100 the rail corridor. be partially filtered by planting metres. against the rail corridor and along Toongabbie Road. The introduced elements complement the scale and form of some existing commercial and residential buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
R8 Portico Park Looking east Ground level views toward Moderate Views toward the Proposal would Low Moderate-low (public toward the Toongabbie Station from within be partially filtered and screened reserve) Proposal. the public reserve are partially by mature tree planting within the Between 50 screened and filtered by tree reserve. The Proposal would metres and 100 planting and structures within generally result in no discernible metres. the park. deterioration in the existing view.
R10 Commercial Looking south Ground level and upper storey Moderate The Proposal would introduce Low - Moderate-low properties east toward the views extend directly toward constructed elements which, in moderate Proposal. the station across the Portico general, complement the scale Between 50 Parade road corridor. and form of some existing metres and 100 commercial and residential metres. buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
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Receiver View direction Description of the existing Sensitivity Overview of the potential visual Magnitude of Significance viewpoint (refer and distance to views from receivers to the of receiver impacts of the Proposal visual of visual to Figure 17) Proposal site Proposal site impacts impacts
R12 Portico Parade Looking north Street level views south toward Low The Proposal would introduce Low Low and and south Toongabbie Station from the constructed elements which, in Toongabbie toward the Portico Parade road corridor general, complement the scale Road Proposal. extend directly toward the and form of some existing Between 50 station precinct. Street level commercial and residential metres and 150 views from the Toongabbie buildings beyond the station. The metres. Road corridor would be Proposal is not expected to create partially screened and filtered a noticeable deterioration in the by tree planting alongside the amenity of the existing view and rail corridor. surrounding built environment.
R13 Wentworth Looking north Street level views toward Low The Proposal would introduce Low Low Avenue and south Toongabbie Station from the constructed elements which, in toward the Wentworth Avenue road general, complement the scale Proposal. corridor would extend directly and form of some existing Between 50 toward the station precinct, commercial and residential metres and 150 with medium distance views buildings beyond the station. The metres. south and north of the station Proposal is not expected to create partially screened and filtered a noticeable deterioration in the by tree planting alongside the amenity of the existing view and rail corridor. surrounding built environment.
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Receiver View direction Description of the existing Sensitivity Overview of the potential visual Magnitude of Significance viewpoint (refer and distance to views from receivers to the of receiver impacts of the Proposal visual of visual to Figure 17) Proposal site Proposal site impacts impacts
R14 Three storey Looking south Indirect ground, second and High The Proposal would form an Low Moderate residential unit toward the third storey views toward indirect visual element within the building Proposal. Toongabbie Station from the surrounding visual environment; Around 150 multi unit residential dwelling however views toward the metres. on Portico Parade are partially Proposal would be partially screened and/or filtered by filtered by street tree planting. The street tree planting between Proposal would introduce the dwellings and the rail constructed elements which, in corridor. general, complement the scale and form of existing structures at the station. The Proposal is not expected to create a noticeable deterioration in the existing view.
R15 Cornelia Road Looking south Indirect street level views Low The Proposal would form an Negligible Low (rail corridor toward the toward Toongabbie Station indirect visible element within the overpass) Proposal. from the Cornelia Road surrounding visual environment; Around 150 overbridge are partially however views toward the metres. screened by the anti-throw Proposal would be partially screens extending across the obscured by the wire mesh anti bridge. throw screen above the overbridge parapet. The Proposal would introduce constructed elements which, in general, complement the scale and form of existing structures at the station. The Proposal is not expected to create a noticeable deterioration in the existing view.
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6.2.3 Mitigation measures
Measures to mitigate visual impacts during construction would be included in a CEMP for the Proposal and would include measures such as minimising light spill during night works, screening of compounds and minimising tree removal. Mitigation measures relating to vegetation removal has been discussed in Section 6.7.3. Refer to Table 20 for a list of proposed mitigation measures. While the overall visual significance of the Proposal has been determined as low to moderate for the receivers detailed in Table 8, mitigation measures would be considered to minimise the level of residual visual impacts. Detailed design of the Proposal would be undertaken with reference to the recommendations included in the Visual Impact Assessment (Appendix D) which are included in the list of proposed mitigation measures in Table 20. These measures are generally aimed at reducing the extent of visual contrast between the visible portions of the Proposal structures and the surrounding landscape, and/or screening direct views toward the Proposal where possible. In addition, the detailed design would also look to incorporate contemporary light/transparent design, with modern materials and colours that are sympathetic to the existing station precinct and surrounding development.
6.3 Noise and vibration An environmental noise and vibration impact assessment has been undertaken by GHD for the Proposal. The findings of the assessment are summarised in this section. Appendix E details acoustic terminology, background monitoring methodology and noise and vibration compliance criteria for the construction and operational phases of the Proposal.
6.3.1 Existing environment
Existing operational noise sources at Toongabbie Station include: trains accelerating and decelerating into and out of the station public address systems mechanical plant commuter speech/travel buses coming into and out of the interchange idling buses. The following sensitive receivers and land uses have been identified in close proximity to the Proposal site: residential premises located along Portico Parade, Junia Avenue, Aurelia Street, Toongabbie Road, Targo Road, Linden Street, Wentworth Avenue, Barangaroo Road, Cooyong Crescent, Ancona Avenue, Cornelia Road, and Budgeree Road (the closest residential receiver is located about 13 metres from the Proposal site on Wentworth Avenue) Toongabbie Children’s Early Learning Centre on Barangaroo Road St. Anthony’s Catholic Church on Aurelia Street Arabic Evangelical Presbyterian Church on Targo Road Parkview Medical Centre on Toongabbie Road
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commercial facilities located along Portico Parade, Cornelia Road, Aurelia Street, and Toongabbie Road Portico Park located on the corner of Cornelia and Toongabbie Road Toongabbie Sports Club located on Station Road north of Toongabbie Station. Representative sensitive receivers were selected for modelling and assessment purposes and are shown in Figure 18 and detailed in Appendix E.
Background noise levels Background noise monitoring was undertaken at 8 Ancona Avenue which was considered representative of sensitive receivers. Potential acoustic influences were also considered when selecting this location. Continuous unattended noise monitoring was undertaken for a period of one week between 7 July 2015 to 15 July 2015 in accordance with the NSW Industrial Noise Policy (INP) (EPA, 2000). A detailed monitoring methodology and daily noise level charts are provided in Appendix E. Data from the background noise monitoring was used to determine the Rating Background Levels (RBL) for the day, evening and night time periods in accordance with the Interim Construction Noise Guideline (ICNG). A summary of the recorded RBL and ambient noise levels are provided in Table 9. The primary background noise source was identified as suburban road traffic. Intermittent noise sources such as rail movements were filtered out of the RBL described by the 90th percentile LA90(15min). Table 9 Summary of noise monitoring results, dB(A) Rating background level Ambient noise levels, th 1 90 percentile LA90(15min) LAeq(period) Day Evening Night Day Evening Night
RBL/average 37 37 34 49 51 46 Note 1: INP defines day, evening and night time periods as: Day: the period from 7 am to 6 pm Monday to Saturday; or 8 am to 6 pm on Sundays and Public Holidays. Evening: the period from 6 pm to 10 pm. Night: the remaining period.
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Figure 18 Sensitive noise receivers, land use map and noise monitoring location
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Proposal specific noise criteria The construction noise management levels for the Proposal are based on the Interim Construction Noise Guideline (DECC, 2009) and the Road Noise Policy (RNP) (EPA, 2013) for guidance on sleep disturbance. The ICNG specifies the method used to determine the noise management levels for residential receivers during standard construction hours and out of hours works and is summarised in Table 10. A fixed noise management level is set by the ICNG for receiver types classed as commercial, schools, medical institutes and places of worship. The recommended standard construction hours stated in the ICNG are: Monday to Friday: 7am to 6pm Saturday: 8am to 1pm No work on Sunday or public holidays. Table 10 Construction noise management level guidelines for residential receivers
Time of day Noise management level, LAeq(15min)
Standard construction hours Noise affected: Rating background level + 10 dBA
Highly noise affected: 75 dBA
Outside standard construction hours Noise affected: Rating background level + 5 dBA
Where works exceed the noise management levels, all reasonable and feasible measures (including but not limited to construction scheduling, equipment selection and respite periods) would be implemented to reduce noise levels as far as practicable. If works exceed the highly noise affected level the relevant authority may require respite periods by restricting the hours that the activities may occur, taking into account: times identified by the community when they are less sensitive to noise whether the community is prepared to accept a longer period of construction in exchange for restrictions on construction times
Sleep disturbance noise management levels Construction works occurring during the night time period can affect people’s sleep. The ICNG states that where construction works are planned to extend over more than two consecutive nights, the noise assessment should include maximum noise levels and the number of times the maximum exceeds the rating background levels. The ICNG refers to the Environmental Criteria for Road Traffic Noise (EPA, 1999), since superseded by the RNPfor guidance on sleep disturbance from maximum noise level events. The RNP advises a sleep disturbance screening level of LA90(15min) + 15 dBA outside the bedroom window. A more detailed analysis is required if the LA1(1min) or LA(max) exceeds the sleep disturbance screening level.
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The RNP further indicates that: maximum internal noise levels below 50 – 55 dBA are unlikely to result in sleep disturbances one or two internal noise level events above 65 – 70 dBA are unlikely to significantly affect health and wellbeing.
Road traffic noise management levels Noise levels from road traffic due to construction should be limited to within 2 dBA of the relevant day, evening or night time noise assessment criterion.
Summary of construction noise management levels A summary of the construction noise management levels developed for the Proposal has been detailed in Table 11 for all identified receiver types. A detailed summary of the relevant construction noise and vibration criteria is provided in Appendix E. Table 11 Proposal specific construction noise management levels, dB(A) Construction noise management level, Sleep LAeq(15min) disturbance screening
During Outside of standard LAmax standard construction hours2 (external) construction hours1 Receivers Noise Highly Day Evening Night Night affected noise affected
Residential receivers 57 75 52 47 38 49
Commercial receivers 70 - - - - -
Classrooms, medical facilities, places of 55 - - - - - worship3,4
Passive recreation 60 - - - - - areas
Active recreation 65 - - - - - areas Note 1: Standard recommended hours: 7 am to 6 pm Monday to Friday, 8 am to 1 pm Saturday, no work on Sunday or public holidays Note 2 Day: 7 am to 8 am and 1 pm to 6 pm Saturday, 8 am to 6 pm Sunday & Public Holidays Evening: 6 pm to 10 pm Monday to Sunday & Public Holidays Night: 10 pm to 7 am, Monday to Saturday; 10 pm to 8 am Sunday & Public Holidays Note 3: Noise management levels are based on a 45 dBA internal noise management level and an assumption of a 10 dBA reduction from the exterior to the interior of the building Note 4: Noise management levels only required when occupied
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Proposed construction vibration criteria Vibration assessments consider impacts on human comfort and impacts on buildings (structural and cosmetic damage). The Construction Noise Strategy (TfNSW, 2012) refers to British Standard BS 7385-2: 1993 Evaluation and measurement for vibration in buildings and Assessing Vibration: a technical guideline (DEC, 2006) for guidance on structural damage and human comfort. Safe working buffer distances to comply with human comfort, cosmetic damage and heritage structural damage criteria were taken from the Construction Noise Strategy (TfNSW, 2012) for typical vibration values and are presented in Table 12. Safe working buffer distances for heritage buildings were calculated based on the German Standard DIN 4150: Parts 3 – 1999 Structural Vibration in Buildings. Table 12 Vibration safe working buffer distances (metres) Activity Human comfort Structural damage Structural damage heritage standard dwelling building/structure
Vibratory roller (7-13 100 30 15 tonnes)
Vibratory roller (4-6 40 24 12 tonnes)
Vibratory roller (2-4 20 12 6 tonnes)
Vibratory roller (1-2 15 10 5 tonnes)
Wacker packer 15 10 5
Jackhammer Avoid contact with 2 (nominal) 1 (nominal) structure
Piling (bored) - 4 (nominal) 2 (nominal) Note: Distances for structural damage to heritage listed structures assumes the allowable vibration velocity is halved from standard dwellings.
Where construction works occur within the safe working buffer distances provided above, further site specific analysis would be required. Guidance for limiting vibration velocity values, provided in Table 13, are taken from German Standard DIN 4150: Parts 3 – 1999 Structural Vibration in Buildings.
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Table 13 Guideline velocities for short term vibration on structures
Guideline values for Type of structure velocity, (mm/s)
10 Hz 1 Hz to 10 50 Hz to to 50 Hz 100 Hz1 Hz
Buildings used for commercial purposes, industrial buildings, 20 20 to 40 40 to 50 and buildings of similar design.
Dwellings and buildings of similar design and/or occupancy. 5 5 to 15 15 to 20
Structures that, because of their particular sensitivity to vibration, cannot be classified under lines 1 and 2 and are of 3 3 to 8 8 to 10 great intrinsic value (for example heritage listed buildings).
Proposal specific operational noise criteria The Industrial Noise Policy (EPA, 2000) operational noise criteria for sensitive receivers are summarised in Table 14. A detailed summary of the relevant operational noise criteria is provided in Appendix E. Table 14 Proposal specific operational noise criteria
Receiver Time period Amenity RBL, LAeq Intrusive Proposal 1 criteria (15min) criteria, specific noise (acceptable LAeq criteria noise level) (15min) (external) LAeq(period)
Residential receivers Day 55 47 52 52 LAeq(15min)
Residential receivers Evening 45 42 47 45 LAeq(evening)
47 LAeq(15min)
Residential receivers Night 40 33 38 38 LAeq(15min)
Commercial When in use 65 - - 65 LAeq(period) receivers
Classrooms When in use 35 (internal) - - 35 LAeq(1hr) (Internal)
Medical facilities When in use 40 to 45 (internal) - - 40 LAeq(period) (Internal)
Places of worship When in use 40 (internal) - - 40 LAeq(period) (Internal)
Passive recreation When in use 50 - - 50 LAeq(period) areas
Active recreation When in use 55 - - 55 LAeq(period) areas Note 1: With consideration to the INP noise amenity area classification, the residential receivers surround the Proposal has been classified as Suburban
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6.3.2 Potential impacts a) Construction phase
Construction noise modelling
Construction of the Proposal would take about 18 months and would likely utilise about six weekend track possessions. Modelling of construction equipment noise sources for the seven construction stages was undertaken to allow for a ‘worse-case’ construction noise assessment. Descriptions of the proposed construction stages/scenarios used for the assessment are provided in Section 3 and Appendix E. The construction noise modelling takes into account the indicative staging of construction plant and equipment to predict the noise level at each receiver location. The predicted noise levels were compared with the noise management levels for that receiver type to determine whether there might be noise impacts during construction. Construction noise modelling methodology and proposed equipment noise levels are summarised in Appendix E. It is possible that equipment other than that modelled may be used during construction, however, it is anticipated that it would produce similar noise emissions.
Construction noise impacts during standard recommended hours A summary of the construction noise impacts during standard construction hours for receivers where noise levels are predicted to be above the relevant criteria for at least one construction stage is provided in Table 15. A complete list of results is provided in Appendix E. Table 15 Construction noise impact summary during standard construction hours Receiver location Receiver type Noise Noise Highly management affected? noise level, dBA affected?
13-27 Portico Parade Commercial 70 Yes N/A
5-9 Aurelia St Commercial 70 Yes N/A
Toongabbie Children’s Early Educational 55 Yes N/A Learning Centre institute
Parkview Medical Centre Medical facility 55 Yes N/A
St Anthony’s Catholic Church Places of 55 Yes N/A and Arabic Evangelical Church worship
Portico Park Passive 60 Yes N/A recreation
465-499 Wentworth Ave Residential 47 Yes Yes
Barangaroo Rd, Ancona Ave, Residential 47 Yes No Cooyong Ave, Wentworth Ave, Cornelia Rd
Toongabbie Rd, Aurelia St, Residential 47 Yes No Junia Ave
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Residential receivers The noise affected level of 47 dBA for residential receivers during standard construction hours is predicted to be exceeded during construction stages one to four. The highly noise affected level of 75 dBA is expected to be exceeded during construction stages one to four for the residential receivers located along Wentworth Avenue and Barangaroo Avenue (R1 – R3, R5), due to the proposed construction works in close proximity to these buildings. Exceedances to the noise management level during construction stages five to seven are expected for the residential receivers located along Wentworth Avenue, Barangaroo Road, Cornelia Road, Junia Avenue (R1 – R5, R21, R27, R28 and R57). Noise levels at other residential receivers are not expected to exceed the noise management level. Non-residential receivers Commercial premises situated on Portico Parade and Aurelia Street are expected to exceed the noise management level of 70 dBA, as they are directly adjacent to the Proposal. Noise management levels of 55 dBA for Toongabbie Children’s Early Learning Centre, Parkview Medical Centre, St Anthony’s Catholic Church, and the Arabic Evangelical Presbyterian Church are predicted to be exceeded during the hours of operation for these facilities. Noise levels are also expected to exceed the noise management level of 60 dBA at Portico Park during construction stages one to five. These impacts can be attributed to the park’s proximity to the Proposal. Exceedances to the noise management levels for all receivers during construction stages one to four can be attributed to the use of the mulcher, jack hammer and vibratory roller. The noise level exceedances are not expected to occur when this construction equipment are not in use.
Construction noise impacts during out of hours works Some activities have the potential to be undertaken outside of standard construction hours during weekend day/evening possessions and night time possessions. A summary of the construction noise impacts outside of standard construction hours where noise levels are predicted to be above the relevant criteria for at least one construction stage is provided in Table 16. A complete list of results is provided in Appendix E. Table 16 Construction noise impact summary outside standard construction hours Receiver Receiver Noise Noise Noise Noise affected location type affected affected affected (educational (day/evening), (night), 37 (commercial), institute, 42 dBA dBA 70 dBA medical facility, places of worship), 55 dBA
13-27 Portico Commercial N/A N/A Yes N/A Parade
5-9 Aurelia St Commercial N/A N/A Yes N/A
Toongabbie Educational N/A N/A N/A Yes Children’s Early institute Learning Centre
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Receiver Receiver Noise Noise Noise Noise affected location type affected affected affected (educational (day/evening), (night), 37 (commercial), institute, 42 dBA dBA 70 dBA medical facility, places of worship), 55 dBA
Parkview Medical N/A N/A N/A Yes Medical Centre facility
St Anthony’s Places of N/A N/A N/A Yes Catholic Church worship and Arabic Evangelical Church
465-499 Residential Yes Yes N/A N/A Wentworth Ave
Barangaroo Rd, Residential Yes Yes N/A N/A Ancona Ave, Cooyong Ave, Wentworth Ave, Cornelia Rd
Toongabbie Rd, Residential Yes Yes N/A N/A Aurelia St, Junia Ave
Residential receivers are expected to be impacted by construction activities occurring outside standard construction hours during stages one to three. The medical facility and early learning centre would not be operational outside standard construction hours and therefore these receivers would not be affected by noise at these times. Impacts are expected for places of worship (R37, R49) as the noise management level of 55 dBA for is predicted to be exceeded. Sleep disturbance Noise levels are expected to exceed the sleep disturbance screening level of 49 dBA during construction stages one to five for all residential receivers. Sleep disturbance is caused due to intermittent construction activities which create peaks in noise levels during night time possessions. Construction traffic Construction traffic using local roads, construction vehicle movements would not be significant when compared with the existing traffic volumes in the area. As a result, noise impacts from construction traffic movements are not anticipated.
Summary of construction noise impacts During construction, it is unlikely that all machinery would be operational at the same time during a particular stage (like the modelling assumes), but taking a ‘worse-case’ scenario approach helps to identify where noise impacts could be a concern and assists in the formulation of mitigation measures. Due to the nature of construction works, impacts due to noise and vibration would not permanently affect the community and surrounding environment. These impacts would be
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 83 limited to the duration of the construction period and would be occur over short durations when construction equipment is operational. Noise due to construction is inevitable however noise management controls can be used to reduce impacts as far as reasonably practicable. Standard noise mitigation measures and controls are documented in the Construction Noise Strategy (TfNSW, 2012c) and should be applied to receivers where feasible and reasonable. Construction noise levels and impacts would be minimised with these noise control measures. Suitable mitigation measures for construction noise are detailed within Section 6.3.3 and Section 7.2.
Summary of vibration impacts As discussed above, impacts due to vibration can be categorised into human comfort effects and building effects (structural and heritage). A summary of the vibrational impacts is provided below.
Structural damage Construction works involving the use of vibration generating equipment including vibratory rollers, wacker packers, bored pilers or jack hammers can create ground vibration that can affect the structural integrity of a building. A summary of the building structures that are susceptible to structural damage due to vibration from construction works is provided in Table 17. Table 17 Construction vibration impact summary Receiver location Dwelling type Distance from construction
13 Portico Parade Standard 4 metres
465-483 Wentworth Avenue Standard 13 metres
Station buildings on Platforms Standard/Local significance In construction zone 1/2 and 3/4
Station platforms Standard/Local significance In construction zone
Station footbridge Standard/local significance In construction zone Site specific safe working distances would be established on site prior to vibration generating works commencing. Where buildings are located within the safe working buffer distances the use of smaller equipment or work methods would be considered to minimise vibration emissions which would substantially reduce the vibration safe working buffer distances. An indicative list of equipment likely to be used for the Proposal is listed in Section 3 and typical vibration levels for vibration generating equipment is provided in Appendix E. Heritage Station buildings, platforms and the station footbridge at Toongabbie Station are locally listed structures of heritage significance and would be treated as heritage structures. The final equipment selection and operation would consider structures of heritage significance located at Toongabbie Station. It is recommended that smaller equipment and work methods that produce lower vibration emissions be considered where feasible and reasonable. When work is required in the vicinity of a heritage listed structure, it would be conducted at a distance exceeding the damage safe working calculated buffer distances listed in Table 12. If no alternative work method is feasible or reasonable, additional mitigation measures as detailed in Section 6.3.3 would be undertaken.
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Site specific safe working distances would be established on site prior to the vibration generating works commencing. Vibration intensive work would not proceed within safe working distances unless a permanent vibration monitoring system is installed about one metre from the building footprint to warn operators in real-time when vibrations are approaching maximum criteria levels. Human comfort There is potential for some human comfort impacts at sensitive receivers and would depend on the equipment used. The safe work buffer distances in Table 12 relate to continuous vibration however most construction activities are intermittent in nature occurring over short periods. Work within the human comfort buffer distances would be limited to commercial premises located along Portico Parade and Wentworth Avenue if a vibratory roller (7-13 tonnes) is used. Human comfort impacts for other equipment is expected to be limited to transient receivers such as commuters/pedestrians traversing in and around the station. Human exposure to vibration from construction would be managed in accordance with Environmental Noise Management Assessing Vibration: A Technical Guideline (Department of Environment and Conservation, 2006) a British Standards BS 7385-2:1993 Guide to Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz).
b) Operational phase The Proposal is not expected to significantly change operational activities at the station and as a result the existing noise and vibration levels are unlikely to change. Installation of the new lift would provide an additional source of operational noise at the station, but this would not produce significant noise emissions. The operational noise environment is expected to remain largely unchanged. An appropriate selection of mechanical plant and adjustments to the PA system would be undertaken to comply with Sydney Trains speech intelligibility requirements, and the operational noise criteria provided above. A bus has been proposed either side of Toongabbie Station on Portico Parade and Wentworth Avenue and an extended taxi zone is proposed on Portico Parade. Operation of the bus and taxi zones is not expected to produce significant noise emissions when compared to existing traffic noise.
6.3.3 Mitigation measures
Prior to commencement of works, a Construction Noise and Vibration Management Plan (CNVMP) would be prepared and implemented in accordance with the requirements of the Construction Noise Strategy (TfNSW, 2012c). The CNVMP would be the key management document that would prescribe specific mitigation measures to help reduce the impacts of construction noise and vibration. The measures would focus on Contractor inductions, the efficient operation of plant and equipment, along with prescribing safe working distances and a permanent vibration monitoring system for vibration intensive equipment and detailing procedures for noise and vibration monitoring, and for obtaining TfNSW approval for out of hours works. Noise management zones have been calculated for each construction stage showing the recommended additional mitigation measures for each time period. Noise management zones are shown in Appendix E and are shown for levels that are moderately intrusive and highly intrusive for distances up to one kilometre from the site as it is assumed distances greater than this would not be feasible or reasonable to implement in practice. The CNVMP would also be supported by the Community Liaison Plan to be prepared for the Proposal, which would detail community notification requirements.
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A detailed set of mitigation measures is contained in Table 20.
6.4 Indigenous heritage A due diligence assessment was undertaken by Artefact in March 2016 in accordance with the requirements of the Due Diligence Code of Practice for the Protection of Aboriginal Objects in New South Wales (OEH, 2010). The assessment included a desktop analysis of existing databases, past reports and aerial imagery.
6.4.1 Existing environment
The Proposal is located within an area that has been heavily disturbed and modified. The area also forms part of the Cumberland Plan landscape that was used by the Darug language group prior to European contact. An extensive search of the Aboriginal Heritage Information Management System (AHIMS) database was undertaken on 4 March 2016. An area of about 2.1 kilometres (east-west) by 2.1 kilometres (north-south) was included in the search. No recorded AHIMS sites are located within the Proposal site, however, there are three registered AHIMS sites located within the search area: Western Sydney PAD4 (WSPAD4) (AHIMS #45-5-3323) located 1.1 kilometres northeast of the Proposal site. The site is recorded as a potential archaeological deposit (PAD). Site 356 OWR (AHIMS #45-5-2903) located 1.1 kilometres northeast of the Proposal site. The site is recorded as an artefact. Site TC (Toongabbie Creek) (AHIMS #45-5-3552) is located 0.7 kilometres north of the Proposal site. The site is recorded as a modified tree. The Proposal is located approximately 150-160 metres from two watercourses which are first order creeks. Although the Due Diligence Code of Practice notes that areas within 200 metres of watercourses are potentially sensitive landforms, past studies have shown that areas more than 100 metres from a low order creek are unlikely to recover Aboriginal objects (White and McDonald 2010:33). Furthermore, construction and operation of the railway and surrounding urban development have altered much of the natural landform so that there is no longer any natural soil surface remaining.
6.4.2 Potential impacts
a) Construction phase Construction of the Proposal would involve earth works and other ground disturbance activities on previously disturbed land. The due diligence assessment has determined that the study area is located within an area of low archaeological sensitivity. As no known Aboriginal sites are located within or in the vicinity of the Proposal site, and the potential for unknown items is considered to be low, the Proposal is unlikely to affect Aboriginal heritage during construction.
b) Operational phase There would be no risks to Aboriginal heritage from the operation of the Proposal.
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6.4.3 Mitigation measures
All construction staff would undergo an induction in the recognition of Indigenous cultural heritage material. If unforeseen Aboriginal objects are uncovered during development, work would cease in the vicinity of the find and the TfNSW Project Manager and TfNSW Environment and Planning Manager are to be notified immediately to assist in co-ordinating next steps which are likely to involve consultation with an archaeologist, the OEH and Local Aboriginal Land Council. If human remains are found, work should cease, the site should be secured and the NSW Police and the OEH should be notified. If changes are made to the Proposal that may result in impacts to areas not covered by this assessment, further archaeological assessment would be required. Refer to Table 20 for a list of proposed mitigation measures.
6.5 Non-Indigenous heritage A Statement of Heritage Impact (SoHI) was prepared by Artefact for the Proposal, which included a desktop assessment and site inspection. The findings of the assessment are summarised in this section. The full report is provided in Appendix F.
6.5.1 Existing environment
Previously identified heritage items located in and around the Proposal site were identified through a search of heritage registers, including the National Heritage list, Commonwealth Heritage List, State Heritage Register, State Heritage Inventory, RailCorp’s Section 170 Heritage and Conservation Register, heritage schedules of the Holroyd LEP and Parramatta LEP and the Register of the National Estate (non-statutory). Heritage items located within or in the vicinity of the Proposal site are listed in Table 18 and are shown in Figure 19. Table 18 Heritage items within the vicinity of the Proposal Heritage item Address LEP listing Section 170 listing
Toongabbie Railway Holroyd LEP Station Group, 2013 4800268 Underbridge & Archaeological Remains I102
Portico Park Portico Parade, Toongabbie Holroyd LEP (25 metres west of Toongabbie 2013 Station) I103
Railway Viaduct Portico Parade (Toongabbie Holroyd LEP Railway Station), Toongabbie 2013 I104
(100 metres north of Toongabbie Station)
Railway Viaduct Site Portico Parade (Toongabbie Holroyd LEP (Archaeological) Railway Station), Toongabbie 2013 A9
(100 metres north of Toongabbie Station)
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Figure 19 Listed LEP heritage items and s170 curtilage of Toongabbie Railway Station Group, Underbridge and Archaeological Remains
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Toongabbie Railway Station Group (within the Proposal site) Toongabbie Station is a representative example of a small, mid-twentieth century railway station that is designed in the Inter War Stripped Functionalist style in an urban context. The buildings are constructed with bonded brickwork, Art Deco influenced parapet detailing, strong horizontal planes and steel awnings. The current station buildings date to 1946 when the railway line was quadruplicated. Table 19 below lists the different elements of the station group and provides a significance grading for each. Table 19 Toongabbie Station Group key elements Grading Description Status
Station building The building on platform 1/2 is larger than platform 3/4 building and is High platform 1/2 an Inter War Stripped Functionalist style railway building. It is of face (1943), exterior brick construction with low pitched gabled roof and brick parapets at and structure each end with courses of recessed heeler bricks capped by a course of bull-nosed bricks. The northern end of the building is defined by a curved masonry bay with a single door. Centrally located on each parapet is an Art Deco style projecting vertical masonry fin constructed of heeler bricks in a contrasting colour. The parapets step down on each side from the fin. The roof is clad with Colorbond, which extends as an awning on all four sides of the building. The awning on the southern end, which provides shelter to passengers purchasing tickets from the ticket window and the machine, is supported by two rectangular brick columns with curved corners. On platform 1/ 2, one ticket window remains in use while the other is bricked up. Steel framed windows with three horizontal hopper panels (central panel fixed) are vertically proportioned and placed regularly on both platform elevations. A contemporary canopy connects the building from the underside of the original awning to the stairs and footbridge.
Station building Internally the building has a linear floor layout with a series of rooms in Moderate platform 1/2 various sizes including combined former booking/parcels office (now (1943), internal booking office and staff area) with storeroom, general waiting room, design ladies room and toilets, men's toilets with a store room in the curved bay. The doors are secured by metal grill gates while the windows are covered with security mesh. All of the original interior fit-out has been removed. Internal floors are concrete with tiled surfaces or carpet and linoleum for the station masters’ room. Several phases of renovation to the internal configuration and fittings of the building have reduced the integrity of its heritage significance.
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Grading Description Status
Station building The station building on platform 3/4 is approximately half the size of the High platform 3/4 platform 1/2 building featuring the same detailing and architectural (1943), exterior style with the exception of the curved bay on one end. It is of face brick and structure construction with low pitched gabled roof and brick parapets at each end with courses of recessed heeler bricks capped by a course of bullnosed bricks. Centrally located on each parapet is an Art Deco style projecting vertical masonry fin constructed of heeler bricks in a contrasting colour. The parapets step down on each side from the fin. The roof is clad with Colorbond which extends as an awning on all four sides of the building. The awning on the southern end, which provides shelter to passengers purchasing tickets from the ticket machine, is supported by two rectangular brick columns with curved corners. The building has one ticket window, unlike Pendle Hill (and formerly Westmead) which had two. Early timber doors are extant. The standard steel framed windows with three horizontal hopper panels (central panel fixed) are vertically proportioned and placed regularly on both platform elevations between the solid timber doors. A contemporary canopy connects the building from the underside of the original awning to the stairs and footbridge.
Station building Internally the building has a linear floor layout consisting of a former Moderate platform 3/4 booking office and a waiting room. The doors are secured by metal grill (1943), internal gates while the windows are covered by security mesh. The former design booking office is currently used for storage purposes. The internal finishes are the same as the other platform building. Internal floors are concrete with tiled surfaces or carpet and linoleum for station masters’ room. Several phases of renovation to the internal configuration and fittings of the building have reduced the integrity of its heritage significance.
Platforms Both island platforms have brick faces with concrete deck and asphalt Little (1943) surfaces. Modern aluminium palisade fencing, timber bench seating, lighting and signage are located on both of the platforms.
Footbridge The footbridge is a steel beam structure supported on rolled steel joint Little (1946) trestles with concrete deck over the platforms and main lines with stairs to each of the platforms, and a ramp to street level on each side. It is of a simple structure with no ornamentation representing economic policies of the time. The footbridge and associated stairs and ramps are covered with corrugated metal awnings.
Kiosk (c1954) The small timber clad and gable roofed kiosk (originally skillion roofed) Little is located on a cantilevered concrete slab supported by steel columns with concrete footings opposite the stairs to platform 1/2. It has been modified and reclad possibly in the 1990s.
Moveable A Milners Patent Fire Resistant Special Safe is located in the booking Moderate heritage office. There is also a rack in the platform 3/4 former booking office that maybe the book rack identified as potential moveable heritage in 2000. The booking office on platform 3/4 also has an original built in timber counter.
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Present visual character of Toongabbie Station Toongabbie Station is prominently located near the centre of the suburb of Toongabbie and is an important local transport hub. Portico Park is located directly to the west of the station, between the station and the commercial strip along Aurelia Street. The park presents a reasonably open pedestrian space which allows a visual connection from the busy retail area of Toongabbie to the train station. The heritage character of the station is most prominently expressed by the brick architectural design of the station platform buildings. These buildings are representative examples of the Inter-War Functionalist style of architecture, which were constructed during World War II during the rapid and economic expansion of the rail network. Archaeological heritage potential Toongabbie Station has nil-low archaeological potential, with little evidence of the early station buildings likely to remain. Portico Park has nil-low archaeological potential as it has remained a cleared area since at least 1943. The Railway Viaduct is not located within the Proposal site.
6.5.2 Potential impacts
a) Construction phase
Toongabbie Railway Station Group Regrade of platform The regrade of the station platform would require the removal of up to 31 centimetres of the existing platform surface, predominately around the lift and accessible boarding area. The platform regrade would result in the removal of the platform pavement in some areas, a surface which has been repaired and replaced numerous times since the construction of Toongabbie Station in the 1940s. Heritage significant areas of this platform are predominately associated with the outer brick edging of the platform, which would not be impacted by the Proposal. As such, it is considered the platform regrade would result in negligible heritage impacts. Station buildings on platforms The conversion of the existing original window openings (with non-original window panes) on the station buildings into new doorways would remove original brickwork of the station buildings. The station building exteriors and structure are considered of high heritage significance for the heritage of Toongabbie Station and the removal of the original brickwork would result in a permanent alteration to the station. These works are considered to represent a moderate impact to heritage significant fabric. The lowering of the internal floors of the station building waiting room and toilet facilities would result in the removal of the existing floors. These floors are concrete surfaces with tiled surfaces or carpet and linoleum for station master’s room constructed on top of the platform. These internal floors would have their original and restored tiling, linoleum and carpet removed. These works would result in a moderate impact to heritage significant fabric. To offset this impact, any original tiling and brickwork, such as that in the platform 1/2 waiting room would be retained (where possible) or replicated following the lowering of the internal floor. Renovation of existing toilet facilities in the station building on platform 1/2 and waiting room on platform 3/4 would require the removal of interior fixtures, cubicles and applied finishes. The existing internal fixtures predominately date from post-1950s renovations, and are of little heritage significance. Altering these internal fixtures would result in negligible heritage impacts.
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The proposed upgrades to the heritage listed station buildings would result in some impacts to heritage fabric. However, these modifications would improve the amenity of the station and allow customers and staff to continue to use the facilities in their historic purposes. The works would also improve accessibility and provide increased public access to the station and its amenities. Platform canopies The extension of the platform staircase canopies to cover a wider area of platform between the footbridge and the station buildings would be fixed on to existing canopies. This would not impact the fabric of the original staircase canopies or the station buildings. Lifts, footbridge and ramps The installation of the four new lifts would be located to the south of the existing station footbridge and joined to the new concourse by extending the width of the existing footbridge. The construction of the lifts would require excavation into the concrete station platform. While the brick-lined concrete platform is an original part of the station, the heritage significant areas of the platform are predominantly associated with the outer brick edging. Excavation works would occur within the centre bitumen pavement of the platform, a surface which has been regraded and covered multiple times since the stations original construction. As such, the excavation works would result in a negligible impact to the heritage fabric. The existing concrete access ramps on Portico Parade and Wentworth Avenue were constructed in 1946. The design of the footbridge and ramps are a simple steel beam structure with a concrete deck and with little ornamentation; unlike the Inter-War Functionalist station buildings on the railway platforms. The prosaic design of the concrete ramp, combined with it being a later addition to the station group, means that the existing ramps are assessed as having little heritage significance in the context of the station listing. Their removal would therefore result in a negligible impact to overall heritage fabric. Similarly, the stairs to the platforms from the footbridge may be replaced pending further structural investigations. While these stairs date to 1946, similarly to the ramps, they are prosaic in design and are of little heritage significance. Their removal would result in a negligible impact. The proposed works would involve the removal of the existing handrails and canopy on the station footbridge to facilitate the widening of the footbridge. The handrails are original components of the 1946 construction of the footbridge. To mitigate this impact, sympathetic handrails, similar in appearance to the original handrails, would be re-installed on the footbridge. Moveable heritage The Milners’ patent safe is located in the service counter room on the southern end of the station building on platform 1/2. The Proposal may require the temporary removal of this item during any renovations or refitting of this room, which would be considered a minor heritage impact. The Proposal would retain the timber counter located in the former booking office on platform 3/4. If the timber counter needs to be temporarily relocated during construction, this would result in a minor heritage impact. The book rack is located in the former booking office on platform 3/4. Temporary removal of this item may be required during any renovations or refitting of this room and would be considered a minor heritage impact. All moveable heritage items would be reinstated following the completion of the refurbishment works. Street and minor works The existing retaining wall on the western side of Wentworth Avenue is considered to be of little heritage significance. The removal and replacement of this retaining wall with a new reinforced concrete wall and fence would therefore result in negligible impacts to heritage fabric.
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Archaeological heritage The Proposal would result in no impacts to significant archaeological remains. Surrounding heritage items The Proposal would remove the existing street kerbing adjacent to Portico Park and replace it with new pedestrian kerbs on the edge of the park near Cornelia Street. This kerbing does not form part of the Portico Park heritage listing and the new kerbing would be like-for-like. As such, the Proposal would result in no impacts to heritage fabric in Portico Park. The Railway Viaduct Site and Railways Viaduct are not within the Proposal site and therefore, the proposed works would not result in any impacts to heritage.
b) Operational phase Visual impacts relating to the heritage significance of Toongabbie Station The Proposal would result in potential changes to existing views to heritage buildings and features as a result of the proposed lift shaft and housing, new stairs, canopy extensions, footbridge extension, and the anti-throw screens. The installation of the lift shaft and housing would result in moderate visual impacts as it would detract from the setting of the station and views to the station building. The removal of the concrete ramps would result in a positive impact by improving the visibility of the station buildings, which are the predominant heritage significant architectural feature of Toongabbie Station. Whilst the installation of the access stairs would allow better sightlines from the street to the station platform however the staircase is large and visually bulky. This diminishes from the heritage aesthetic character of the station. The installation of the anti- throw screens would further restrict sightlines towards the station buildings and reduce the visibility of Portico Park and the wider Toongabbie area from the footbridge. Overall, this would result in a moderate visual impact. Further refinements to the Proposal would be undertaken during the detailed design process to reduce the bulk and scale of the lift shafts, and access stairs where practicable and ensure they are sympathetic to the aesthetic character of the station. Anti-throw screens would be made of a perforated material that would maintain views to the station. The extension of the footbridge and the wider canopies would not impact on the visual character of the station however the wider canopies would reduce the number of sightlines form the footbridge, resulting in a minor visual impact. The refurbishment or replacement of stairs to the platform would result in a negligible visual impact to Toongabbie Station. The renovation of the station platform buildings would alter the original frontage of the heritage station building, resulting in a moderate visual impact.
6.5.3 Mitigation measures
The external construction and façade of the Toongabbie Station platform buildings are an element of high heritage significance. The original fabric of these buildings should be retained wherever possible and materials used during modifications should be congruent with the character of the station. New elements (such as the lift and new stairs) would be designed to use materials which would minimise the visual bulk and scale and be sympathetic to the heritage value of the station. Any moveable heritage items will be conserved and if relocation is required it will be kept in a safe and secure place during works and relocated back to the station building following completion of construction works.
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A detailed set of mitigation measures is contained in Table 20 of this REF.
6.6 Socio-economic impacts
6.6.1 Existing environment
In 2011, the local study area had a population of 17,696 people (Australian Bureau of Statistics, 2011). The local study area comprises the suburbs of Toongabbie and Girraween, as residents of these suburbs are likely to access Toongabbie Station. For comparison, a regional study area was formed comprising three Statistical Area Level 2 Districts from the 2011 Census. The regional study area comprised the districts of Seven Hills-Toongabbie, Girraween-Westmead, and Toongabbie-Constitution Hill. In 2011, 39,035 people lived within the regional study area. The local and regional communities are characterised by a significant population of culturally and linguistically diverse residents. In 2011, 38 per cent of residents were born in a non-main English speaking country and 45 per cent spoke a language at home other than English. Most residents travelled to work by car (69 per cent), which was consistent with the regional study area (68 per cent) and Greater Sydney (66 per cent). A similar proportion of households in the local study area owned at least one motor vehicle (91 per cent compared to 88 per cent in the regional study area and 87 per cent in Greater Sydney). The proportion of residents from the local study area who travelled to work by train was 23 per cent, consistent with the regional study area at 22 per cent. This was higher than the Greater Sydney average at 15 per cent. In 2014, there were 2,450 daily barrier counts through Toongabbie Station for the year (Bureau of Transport Statistics, 2014).
6.6.2 Potential impacts
a) Construction phase The Proposal has the potential to temporarily impact rail customers, bus passengers, pedestrians, residents, local businesses, motorists and users of Portico Park as a result of construction activities including: changes to pedestrian access to the station, platforms and nearby footpaths disruptions to station facilities and amenities temporary loss of two street parking spaces on Portico Parade and reduced street parking zone on Wentworth Avenue, which may affect nearby businesses and their customers who use this parking changes to access to the bus stop on Portico Parade near Cornelia Road increase in truck movements delivering materials, plant and equipment minor delays on the adjacent road network to the station construction noise, vibration, dust and visual impacts. Parts of the adjoining public roads where major new infrastructure would be constructed would be acquired for the Proposal.
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b) Operational phase The Proposal would provide positive, long term socio-economic benefits to the broader Toongabbie community, including: improved accessibility for station customers and pedestrians, particularly people with a disability, elderly people and parents/carers with prams improved customer amenity and facilities, including accessible toilets and extended canopies over the platforms improved transport interchange facilities, including new kiss and ride facilities on both sides of the station, three accessible parking spaces, and undercover bicycle racks. The Proposal would result in the relocation of the pedestrian crossing on Wentworth Avenue closer to the new station entrance (around 30 metres), relocation of the bus stop on Portico Parade closer to the Cornelia Road (around 50 metres) and the realignment of the pedestrian crossing on Portico Parade, to the north of Cornelia Road. These changes may slightly increase the walking distance for some pedestrians and bus passengers causing a minor negative impact. Some members of the community, including the frail, elderly and people with a disability, or parents/carers with prams, may be more vulnerable to this impact. However, overall accessibility to and around the station would be improved. The Proposal would result in the permanent conversion of a one hour timed street parking space on Portico Parade to a kiss and ride parking space. The footpath widening and creation of three accessible parking spaces along Wentworth Avenue may also reduce the timed street parking zone by about nine spaces. These changes may cause a minor impact to nearby businesses and their customers, however alternate street parking along Portico Parade, Wentworth Avenue and surrounding streets is available within the vicinity of local businesses and Toongabbie Station.
6.6.3 Mitigation measures
Table 20 provides a number of environmental safeguards to minimise these potential impacts with a particular focus on keeping the community informed and includes the following: Sustainability criteria for the Proposal would be established to encourage the Contractor to purchase goods and services locally. The Community Liaison Plan (to be developed by the Contractor prior to construction) would identify all potential stakeholders and best-practice methods for consultation with these groups during construction. The Plan would also encourage feedback and facilitate opportunities for the community and stakeholders to have input into the project, where possible. The submissions process would provide an opportunity for the community and stakeholders to have input into the project, where practicable Key stakeholder’s would be kept informed of the status of the Proposal throughout the construction phase. A detailed set of mitigation measures is contained in Table 20 of this REF.
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6.7 Biodiversity An assessment of the flora and fauna within and around the Proposal site was undertaken by GHD (2016) (refer to Appendix G). This involved a desktop review of relevant documents and databases including the NSW Office of Environment and Heritage (OEH) BioNet database, Department of the Environment (DoE) EPBC Protected Matters Online Search Tool databases and Regional vegetation mapping (Keith and Benson, 1988). A site inspection was undertaken on 19 February 2016 to identify trees within the Proposal site that require removal and those that can be retained, and determine the likely significance of impacts of the Proposal on threatened biota listed under the NSW TSC Act and Commonwealth EPBC Act. The findings of the assessment are summarised in this section.
6.7.1 Existing environment
Threatened biota and migratory species The following threatened biota and migratory species listed under the TSC Act and EPBC Act have been previously recorded or are predicted to occur within five kilometres of the Proposal site: 17 threatened ecological communities (TECs) 19 threatened species of flora 14 threatened bird species, one reptile, five amphibians, 13 mammals and one gastropod species eight migratory species (terrestrial species only). No other ecological Matters of National Environmental Significance (MNES), such as Ramsar wetlands, occur within the locality or would be impacted by the Proposal. The vegetation to be affected by the Proposal comprises a mix of exotic and indigenous planted species. There are no native stands of vegetation or any patches of threatened ecological communities within or in the immediate vicinity of the Proposal site. The closest stands of threatened ecological communities comprise Sydney Coastal River-flat Forest EEC (Alluvial Woodland) located along the banks of Greystanes Creek, 500 metres to the west of Toongabbie Station, and Cumberland Plain Woodland CEEC (Shale Hills Woodland) in Girraween, CV Kelly and Keene Parks, less than one kilometre to the south-west of Toongabbie Station. These patches of vegetation would not be directly or indirectly affected by the Proposal.
Flora No complete, continuous patches of native vegetation occur on the Proposal site or in the immediate vicinity. Vegetation mapping by NSW NPWS (2002) indicates the occurrence of Alluvial Woodland along the banks of Greystanes Creek, 500 metres to the west of Toongabbie Station, as well as patches of Shale Hills Woodland in Girraween, CV Kelly and Keene Parks, less than one kilometre to the south-west of Toongabbie Station. All vegetation patches are mapped as having less than 10 per cent canopy cover.
Fauna and fauna habitats The vegetation on the Proposal site does not contain habitat of significance for any native fauna species. The planted trees would provide only limited habitat value (foraging and roosting resources) for common, generalist bird species that are typical of highly modified urban landscapes.
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Tree assessment The trees which have been surveyed and assessed are a mix of exotic and indigenous and non-indigenous native species which are the result of Council plantings. Tree Groups are shown on Figure 20. Details of surveyed trees are presented in Appendix G. The Proposal may require the removal of nine trees at discussed in Section 6.7.2.
Conservation Significance of Trees Parramatta and Holroyd councils do not have a Significant Tree and Vegetation Register. In terms of dimensions and theoretical landscape value, the larger, mature Camphor Laurel in Tree Group 3 is possibly the most significant tree.
6.7.2 Potential impacts
a) Construction phase As noted in Section 6.7.1, no threatened flora species or ecological communities were observed within the Proposal site. There was also very limited potential for threatened fauna to be present due to the absence of suitable habitat. As such, the Proposal is not likely have a significant impact on any threatened species, population or ecological community or their habitats listed under the TSC Act. The Proposal would not impact on any threatened biota listed under the EPBC Act.
Tree removal The proposal would require the removal of the following trees adjacent to existing pedestrian access structures at the station: seven trees adjacent to Wentworth Avenue, comprising one large, mature Camphor Laurel, as well as six smaller trees, comprising two Lilly Pillys on the footpath and two Creek Bottle Brush and two Camphor Laurel in the rail corridor, which may have self-established two Brush Box trees, growing in a newly-sealed footpath along Portico Parade. All subject trees are in good condition, although the planted Lilly Pilly specimens have asymmetrical growth as a result of suppression from the adjacent Camphor Laurel. These trees would be removed according to the guidelines outlined in Safe Work Australia (2011). No patches of native vegetation would require clearing for the Proposal.
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Figure 20 Tree groups
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Significance of likely impacts The Proposal site does not contain any threatened ecological communities or habitat for threatened flora. The street trees to be removed do not constitute habitat of relevance for threatened or migratory fauna species. The removal of nine street trees would have a negligible impact on native flora and fauna within the locality. The Proposal would therefore not have a significant impact on any threatened species, population or ecological community listed under the TSC Act. As such, a Species Impact Statement is not required for the Proposal. Similarly, the Proposal would not have a significant impact on threatened biota or migratory species listed under the EPBC Act and a Referral to the Commonwealth is therefore not required.
b) Operational phase The operational phase of the Proposal would not impact on existing vegetation in the vicinity of the Proposal site.
6.7.3 Mitigation measures
Trees would be retained where possible. Trees to be removed and retained would be taken into account during the detailed design of the proposal. Tree Protection Zones (TPZ) would be established to protect trees during construction. Trees would be removed according to the guidelines outlined in Safe Work Australia (2011). Trees removed, regardless of whether they are native or not, would be offset in accordance with the Vegetation Offset Guide (TfNSW, 2013b). Based on the removal of nine planted shrubs and trees, 20 trees would be required to be planted (see Appendix G for more detail). Any additional trees that are found to require removal during construction would be subject to further assessment and approval by TfNSW and would also require offsetting. Such measures and procedures for tree assessment and removal would be included and implemented as part of the CEMP for the Proposal. This would also include checking trees for active nests, prior to their removal. The CEMP would be developed and would include a range of weed control, tree protection, and erosion and sedimentation control measures. A detailed set of mitigation measures is contained in Table 20 of this REF.
6.8 Contamination, landform, geology and soils AECOM was engaged to conduct a limited contamination assessment on a portion of land within the vicinity of the Proposal (AECOM, 2015). The assessment was completed as part of the initial design work and included the establishment of six boreholes and one hand auger between May and August 2015. A desktop assessment was also undertaken as part of the REF and included a search of the Australian Soil Resource Information System, the Environment Protection Authority contaminated lands register and the Environment Protection Authority contaminated lands in progress list. The findings of the assessment are summarised in this section.
6.8.1 Existing environment
Geology and soils Desktop search results Toongabbie Station has been constructed at natural ground level.
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Regional-scale mapping of Soil Landscape Groups by Hazelton, Bannerman and Tille (1989) indicate the occurrence of soils derived from the Blacktown Residual Group throughout the Proposal site. Soils of the Blacktown Group are derived from the Wianamatta Group – “Ashfield Shale consisting of laminate and dark grey siltstone, Bringelly Shale which consists of shale with occasional calcareous claystone, laminate and infrequent coal, and Minchinbury Sandstone consisting of fine to medium-grained quartz lithic sandstone.” (Bannerman and Hazelton, 1990). A search of the Australian Soil Resource Information System on 17 March 2016 showed the site to be in a built up area with extremely low probability and very low confidence of acid sulfate soils. Field assessment Fill material across the site was encountered at depth from 0.05 metres below ground surface beneath asphalt to a depth of 3.0 metres below ground surface. Fill material in the boreholes generally consisted of gravels and clay, with varying distributions of gravels and silt. Fill materials across the site were underlain by silty clay alluvium soils and silty clay residual soils. Natural soil was encountered in the borehole locations from 0.3 metres below ground surface to a depth of 8.4 metres below ground surface at which Siltstone bedrock was encountered.
Contamination Desktop search results The EPA contaminated lands register was searched on 17 March 2016. No identified contaminated lands are located within close proximity to the Proposal site. However, a service station, located about 450 metres to the west of the site, is currently under assessment to determine its contamination status. The station may contain contaminated materials in the fabric of the existing buildings including: asbestos lead paint polychlorinated biphenyls in light fittings synthetic mineral fibres. There may be contaminated fill present onsite, in particular beneath the hardstand of the platform and within the footprint of the railway corridor. Soils underlying the railway corridor may have also been impacted from previous spills or leaks. Field assessment The investigation (AECOM, 2015) concluded that soils within the locations analysed were suitable for the existing land-use and no remediation was considered necessary.
6.8.2 Potential impacts a) Construction phase
Erosion The Proposal would require some excavation work for the installation of the lift shaft pits, new footpaths, and associated sign posts. Some excavation work may also be required for the releveling of platforms. Other trenching or excavation may be required for the relocation of services or vegetation removal.
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Excavation and other earthworks such as trenching can result in erosion and sedimentation if not undertaken with appropriate controls. Such impacts can also lead to an adverse effect on water quality and to biodiversity through the introduction of sediments into waterways. Erosion and sedimentation risks for the Proposal are considered to be low, as it is expected that erosion could be adequately managed through the implementation of standard measures as outlined in Section 6.8.3 and Table 20.
Contamination Excavation also has the potential to expose contaminants, which if not appropriately managed, can present a health risk to construction workers and the community. Contaminants would also pose an environmental risk if they were to enter nearby waterways through the stormwater infrastructure. As there are no confirmed contaminated sites within close proximity of the Proposal site, contamination is not expected to be encountered. During construction works, there is also the potential for soil to become contaminated through accidental chemical or fuel spills and leaks from construction plant and equipment. Prior to works commencing on any existing buildings or structures, a hazardous materials surveys for lead paint, asbestos and other potentially hazardous materials would be required. Remediation would be undertaken if identified contamination poses a risk to human health or the environment.
b) Operational phase There would be no operational risks to geology and soils as a result of the Proposal.
6.8.3 Mitigation measures
As part of the CEMP, a site-specific erosion and sediment controls plan would be prepared and implemented in accordance with the ‘Blue Book’ - Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004). The plan would be established prior to the commencement of construction and be updated and managed throughout as relevant to the activities during the construction phase. An environmental risk assessment is to be undertaken prior to construction and must include a section on contamination as per the TfNSW Standard Requirements. Measures to mitigate potential impacts from any contaminated soil/materials during construction would be developed and implemented through an unexpected contamination finds procedure and Waste Management Plan as part of the CEMP. Prior to works commencing on buildings and structures, hazardous materials surveys would be completed. Remediation would be undertaken if identified contamination poses a risk to human health or the environment. All waste would be managed in accordance with relevant legislation. A detailed set of mitigation measures is contained in Table 20 of this REF.
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6.9 Hydrology and water quality
6.9.1 Existing environment
Surface water and groundwater The Proposal site is located in a relatively urbanised environment, with no significant water bodies located close to the site. The nearest water bodies are: Girraween Creek is located about 250 metres to the west Toongabbie Creek is located about one kilometre to the north of the Proposal site Prospect Reservoir is located about 5.4 kilometres south west of the Proposal site. Both Toongabbie Creek and Girraween Creek are ephemeral, and collect storm water surface runoff from surrounding green space and roads. Both creeks drain into Parramatta River. Groundwater was encountered at depths from 2.5 metres below ground surface in silty clay and gravelly clay fill material to 3.5 metres below ground surface in silty clay residual soil (AECOM, 2015).
Flooding According to the Holroyd and Parramatta LEPs, no part of the Proposal site is located within a flood prone area. No areas identified as flood prone are within the vicinity of the Proposal site.
6.9.2 Potential impacts
a) Construction phase Without appropriate safeguards, pollutants (such as fuel, chemicals or wastewater from accidental spills, and sediment from excavations and stockpiles) could potentially reach nearby stormwater drains and flow into nearby waterways. Activities which would disturb soil during construction have the potential to impact upon local water quality as a result of erosion and run off sedimentation. Groundwater levels were not determined as part of this assessment, however areas of excavation within the railway corridor may need to be dewatered as a result of groundwater seepage or rainfall runoff. Incorrect dewatering can pose risks to nearby waterways.
b) Operational phase The Proposal is unlikely to impact upon the hydrology of the Proposal site or the surrounding area. The detailed design would take stormwater management into consideration through provision of kerb and gutters. While the new design would not result in a significant increase in impervious areas, the Proposal would be designed in accordance with relevant Sydney Trains, Sydney Water, and relevant standards and requirements.
6.9.3 Mitigation measures
As part of the CEMP, a site-specific erosion and sediment controls plan/s would be prepared and implemented in accordance with the ‘Blue Book’ - Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004). The Erosion and Sediment Control Plans would be established prior to the commencement of construction and be updated and managed throughout as relevant to the activities during the construction phase. A detailed set of mitigation measures is contained in Table 20 of this REF.
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6.10 Air quality
6.10.1 Existing environment
Air quality in and around the Proposal site is considered to be typical of an urban setting, with vehicle emissions associated with main roads in the area being the main source of air pollutants. The Department of Environment’s National Pollutant Inventory was searched on 29 February 2016, which showed no facilities exist within the Toongabbie postcode. The area surrounding the Proposal site does not contain any large industrial estates that have the potential to be significant sources of air pollution. The presence of residential and recreational land uses in the study area means there are some potentially sensitive receivers located in the vicinity of the Proposal site.
6.10.2 Potential impacts
a) Construction phase The main air quality impacts that have the potential to occur during construction would be temporary impacts associated with dust particles and emissions of carbon monoxide (CO), sulphur dioxide (SO2) and particulates less than 10 micrometres in diameter (PM10), nitrous oxides, volatile organic compounds (VOC), and polycyclic aromatic hydrocarbons (PAH) compounds associated with the combustion of diesel fuel and petrol from construction plant and equipment. Anticipated sources of dust and dust-generating activities include: excavation for the foundations and footings for the widened footbridge and temporary footbridge, lift shaft pits, stairs, canopies other trenching or excavation may be required for footpath and road works, relocation of services, drainage works and tree removal stockpiling activities dust generated from the loading and transfer of material from trucks other general construction works. The Proposal would have minimal impact on air quality as it would not involve extensive excavation or other land disturbance with the potential to generate significant quantities of dust. The operation of plant, machinery and trucks may also lead to increases in exhaust emissions in the local area however these impacts would be minor and short term.
b) Operational phase Overall impacts of air quality during the operation of the Proposal are considered minimal as the Proposal would not result in a change in land use. In addition, as the Proposal would increase access to public transport, the use of public transport would be anticipated to increase and subsequently aim to reduce the amount of private vehicle related emissions in the long term.
6.10.3 Mitigation measures
Table 20 provides a list of mitigation measures that are proposed to manage air quality issues during construction. Mitigation is aimed around maintaining and operating plant and equipment efficiently and implementing measures for dust suppression including watering, covered loads and appropriate management of tracked dirt/mud on vehicles. These measures would be included in the CEMP to be prepared for the Proposal.
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6.11 Waste The construction of the Proposal would generate the following waste: earthworks spoil and cleared vegetation asphalt and concrete various building material wastes (including metals, timbers, plastics, concrete etc) general waste, including food and other wastes generated by construction workers. Waste management would be undertaken in accordance with the Waste Avoidance and Resource Recovery Act 2001 (WARR Act). A Waste Management Plan would be prepared that would identify all potential waste streams associated with the Proposal. It would also outline methods of disposal of waste that cannot be reused or recycled at appropriately licensed facilities along with other onsite management practices such as keeping areas tidy and free of rubbish. The application of the Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a) would also result in waste management targets to be developed for the Proposal and would include reuse and recycling.
6.12 Cumulative impacts Cumulative impacts occur when two or more projects are carried out concurrently and in close proximity to one another. The impacts may be caused by both construction and operational activities and can result in a greater impact to the surrounding area than would be expected if each project was undertaken in isolation. Multiple projects undertaken at a similar time/similar location may also lead to construction fatigue, particularly around noise, traffic and air quality impacts, if not appropriately managed. A search of the Department of Planning and Environment’s Major Projects Register, the Sydney West Joint Regional Planning Panel Development and Planning Register, Holroyd and Parramatta City Council’s development application registers on 18 March 2016 identified no major developments in the vicinity of the Proposal site likely to be constructed at the same time. During construction, the works would be coordinated with any other construction activities in the area, with Holroyd City Council, Parramatta City Council, Sydney Trains, and any other developments identified, to minimise cumulative construction impacts such as traffic and noise. As described in Section 6.1.2, traffic associated with the construction work is not anticipated to have a significant impact on the surrounding road network. Operational traffic and transport impacts would have a minimal impact on the performance of the surrounding road network. Based on this assessment, it is anticipated that the cumulative impacts would be negligible, provided that consultation with relevant stakeholders and mitigation measures in Chapter 7 are implemented. The potential cumulative impacts associated with the Proposal would be further considered as the design develops and as further information regarding the location and timing of potential developments is released. Environmental management measures would be developed and implemented as appropriate.
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6.13 Climate change and sustainability
6.13.1 Greenhouse gas emissions
An increase in greenhouse gas emissions, primarily carbon dioxide, would be expected during construction of the Proposal due to exhaust emissions from construction machinery and vehicles transporting materials and personnel to and from site. The detailed design process would undertake an AS 14064-2 (Greenhouse Gases - project level) compliant carbon footprinting exercise in accordance with TfNSW's Greenhouse Gas Inventory Guide for Construction Projects (TfNSW, 2013e). The carbon footprint would to be used to inform decision making in design and construction. Due to the small scale of the Proposal and the short term temporary nature of the individual construction works, it is considered that greenhouse gas emissions resulting from the construction of the Proposal would be minimal. Furthermore, greenhouse gas emissions generated during construction would be kept to a minimum through the implementation of the standard mitigation measures detailed in Table 20. It is anticipated that, once operational, the Proposal may result in an increase in use of public transport and a relative decrease in use of private motor vehicles by customers to travel to and from Toongabbie Station. A modal shift in transport usage may reduce the amount of fuel consumed by private motor vehicles with a corresponding relative reduction in associated greenhouse gas emissions in the local area.
6.13.2 Climate change
The dynamic nature of our climate system indicates a need to focus attention on how to adapt to the changes in climate and understand the limitation of adaptation. The effects of climate on the Sydney region can be assessed in terms of weather changes, storm intensity, flooding and increased risk of fire. Climate change could lead to an increase in the intensity of rainfall events, whereby the rainfall excepted to occur in a 100-year average recurrence interval flood event would occur more frequently. Climate change could lead to an increase in frequency and severity in bushfires. The Proposal is not situated on land mapped as bush fire prone, but would be designed with appropriate fire protection measures.
6.13.3 Sustainability
The design of the Proposal would be based on the principles of sustainability, including the incorporation of the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a) and the TfNSW Environmental Management System (EMS). These guidelines require a number of mandatory and discretionary initiatives to be applied. Refer to Section 3.1.4 for more information regarding the application of these guidelines. Further positive impacts in relation to climate change and sustainability associated with the Proposal include encouraging a reduction in private vehicle use and increase the accessibility of public transport services.
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7 Environmental management
This chapter of the REF identifies how the environmental impacts of the Proposal would be managed through environmental management plans and mitigation measures. Section 7.2 lists the proposed mitigation measures for the Proposal to minimise the impacts of the Proposal identified in Chapter 6.
7.1 Environmental management plans A CEMP for the construction phase of the Proposal would be prepared in accordance with the requirements of TfNSW’s EMS. The CEMP would provide a centralised mechanism through which all potential environmental impacts relevant to the Proposal would be managed, and outline a framework of procedures and controls for managing environmental impacts during construction. The CEMP would incorporate as a minimum all environmental mitigation measures identified below in Section 7.2, any conditions from licences or approvals required by legislation, and a process for demonstrating compliance with such mitigation measures and conditions.
7.2 Mitigation measures Mitigation measures for the Proposal are listed below in Table 20. These proposed measures would minimise the potential adverse impacts of the Proposal identified in Chapter 6 should the Proposal proceed. Table 20 Proposed mitigation measures No. Mitigation measure
General
1. A Construction Environmental Management Plan (CEMP) will be prepared by the Contractor in accordance with the relevant requirements of Guideline for Preparation of Environmental Management Plans, Department of Infrastructure, Planning and Natural Resources, 2004) for approval by TfNSW, prior to the commencement of construction and following any revisions made throughout construction.
2. A project risk assessment including environmental aspects and impacts will be undertaken by the Contractor prior to the commencement of construction and documented as part of the CEMP.
3. An Environmental Controls Map (ECM) will be developed by the Contractor in accordance with TfNSW‘s Guide to Environmental Controls Map (TfNSW, 2015c) for approval by TfNSW, prior to the commencement of construction and following any revisions made throughout construction.
4. Prior to the commencement of construction, all contractors will be inducted on the key project environmental risks, procedures, mitigation measures and conditions of approval.
5. Site inspections to monitor environmental compliance and performance will be undertaken during construction at appropriate intervals.
6. Service relocation will be undertaken in consultation with the relevant authority. Contractors will mark existing services on the ECM to avoid direct impacts during construction.
7. Any modifications to the Proposal, if approved, will be subject to further assessment and approval by TfNSW. This assessment will need to demonstrate that any environmental impacts resulting from the modifications have been minimised.
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No. Mitigation measure
Traffic and site access
8. Prior to the commencement of construction, a Traffic Management Plan (TMP) will be prepared as part of the CEMP and will include at a minimum: ensuring adequate road signage at construction work sites to inform motorists and pedestrians of the work site ahead to ensure that the risk of road accidents and disruption to surrounding land uses is minimised maximising safety and accessibility for pedestrians and cyclists ensuring adequate sight lines to allow for safe entry and exit from the site ensuring access to railway stations, businesses, entertainment premises and residential properties (unless affected property owners have been consulted and appropriate alternative arrangements made) managing impacts and changes to on and off street parking and requirements for any temporary replacement provision parking locations for construction workers away from stations and busy residential areas and details of how this will be monitored for compliance routes to be used by heavy construction-related vehicles to minimise impacts on sensitive land uses and businesses details for relocating kiss and ride, taxi ranks and rail replacement bus stops if required, including appropriate signage to direct patrons, in consultation with the relevant bus/taxi operators. Particular provisions will also be considered for the accessibility impaired measures to manage traffic flows around the area affected by the Proposal, including as required regulatory and direction signposting, line marking and variable message signs and all other traffic control devices necessary for the implementation of the TMP. Consultation with the relevant roads authorities will be undertaken during preparation of the construction TMP. The performance of all project traffic arrangements must be monitored during construction.
9. The community and local residents will be informed in advance of any changes to parking, pedestrian access and/or traffic conditions including vehicle movements and anticipated effects on the local road network relating to site works.
10. Relevant authorisation(s) from the appropriate road authority will be obtained for the proposed operational changes to Portico Parade and Wentworth Avenue, such as changes to intersections, parking, bus/taxi zones and signage changes etc.
11. Road Occupancy Licences for temporary road closures will be obtained, where required.
12. A Road Safety Audit will be undertaken as part of detailed design and upon completion of construction, and design amendments made as required.
Urban design, landscape and visual amenity
13. The detailed design of the Proposal will be undertaken with reference to the recommendations in the Visual Impact Assessment (Appendix D).
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14. An Urban Design Plan (UDP) will be prepared by the Contractor, in consultation with the relevant council, and submitted to TfNSW for endorsement by the Precincts and Urban Design team, prior to finalisation of the detailed design. The UDP, at a minimum, will address the following: the appropriateness of the proposed design with respect to the existing surrounding landscape, built form, behaviours and use-patterns (including consideration of Crime Prevention Through Environmental Design principles). This is to include but not be limited to: o connectivity with surrounding local and regional movement networks including street networks, other transport modes and active transport networks. Existing and proposed paths of travel for pedestrians and bicycles should be shown o integration with surrounding local and regional open space and or landscape networks. Existing and proposed open space infrastructure/landscape elements should be shown o integration with surrounding streetscape including street wall height, active frontages, awnings, street trees, entries, vehicle cross overs etc o integration with surrounding built form (existing or desired future) including building height, scale, bulk, massing and land-use o design detail that is sensitive to the amenity and character of heritage items located within or adjacent to the Proposal site.
15. A Public Domain Plan (PDP) will be prepared by the Contractor, in consultation with the relevant council, and submitted to TfNSW for endorsement by the Precincts and Urban Design team, prior to finalisation of the detailed design. The PDP, at a minimum, will address the following: materials, finishes, colour schemes and maintenance procedures including graffiti control for new walls, barriers and fences location and design of pedestrian and bicycle pathways, street furniture including relocated bus and taxi facilities, bicycle storage (where relevant), telephones and lighting equipment landscape treatments and street tree planting to integrate with surrounding streetscape opportunities for public art created by local artists to be incorporated, where considered appropriate, into the Proposal total water management principles to be integrated into the design where considered appropriate design measures included to meet TfNSW’s NSW Sustainable Design Guidelines - Version 3.0 (TfNSW, 2013a) identification of design and landscaping aspects that will be open for stakeholder input, as required.
16. Light spill from the rail corridor into adjacent visually sensitive properties will be minimised by directing construction lighting into the construction areas and ensuring the site is not over-lit. This includes the sensitive placement and specification of lighting to minimise any potential increase in light pollution.
17. All permanent lighting will be designed and installed in accordance with the requirements of standards relevant to AS 1158 Road Lighting and AS 4282 Controlling the Obtrusive Effects of Outdoor Lighting.
18. The detailed design of the Proposal will comply with Crime Prevention Through Environmental Design principles
19. Worksite compounds will be screened with shade cloth (or similar material, where necessary) to minimise visual impacts from key viewing locations.
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20. Temporary hoardings, barriers, traffic management and signage will be removed when no longer required.
21. During construction, graffiti will be removed in accordance with TfNSW’s Standard Requirements.
22. The detailed design is to be accepted by the TfNSW urban design team prior to construction.
Noise and vibration
23. Prior to commencement of works, a Construction Noise and Vibration Management Plan (CNVMP) will be prepared and implemented in accordance with the requirements of the Interim Construction Noise Guideline (Department of Environment and Climate Change, 2009), Construction Noise Strategy (TfNSW, 2012c) and the Noise and Vibration Impact Assessment for the Proposal. The CNVMP will take into consideration measures for reducing the source noise levels of construction equipment by construction planning and equipment selection where practicable.
24. The CNVMP will outline measures to reduce the noise impact from construction activities. Reasonable and feasible noise mitigation measures which will be considered, include: regularly training workers and contractors (such as at the site induction and toolbox talks) on the importance of minimising noise emissions and how to use equipment in ways to minimise noise avoiding any unnecessary noise when carrying out manual operations and when operating plant ensuring spoil is placed and not dropped into awaiting trucks avoiding/limiting simultaneous operation of noisy plant and equipment within discernible range of a sensitive receiver where practicable switching off any equipment not in use for extended periods e.g. heavy vehicles engines will be switched off whilst being unloaded avoiding deliveries at night/evenings wherever practicable no idling of delivery trucks keeping truck drivers informed of designated vehicle routes, parking locations and acceptable delivery hours for the site minimising talking loudly; no swearing or unnecessary shouting, or loud stereos/radios onsite; no dropping of materials from height where practicable, no throwing of metal items and slamming of doors.
25. The CNVMP will include measures to reduce the construction noise and vibration impacts from mechanical activities. Reasonable and feasible noise mitigation options which will be considered, include: maximising the offset distance between noisy plant and adjacent sensitive receivers and determining safe working distances using the most suitable equipment necessary for the construction works at any one time directing noise-emitting plant away from sensitive receivers regularly inspecting and maintaining plant to avoid increased noise levels from rattling hatches, loose fittings etc using non-tonal reversing/movement alarms such as broadband (non-tonal) alarms or ambient noise-sensing alarms for all plant used regularly onsite (greater than one day), and for any out of hours works use of quieter and less vibration emitting construction methods where feasible and reasonable.
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No. Mitigation measure
26. Works will generally be carried out during standard construction hours (i.e. 7.00 am to 6.00 pm Monday to Friday; 8.00 am to 1.00 pm Saturdays). Any works outside these hours may be undertaken if approved by TfNSW and the community is notified prior to these works commencing. An Out of Hours Work application form will need to be prepared by the Contractor and submitted to the TfNSW Environment and Planning Manager for any works outside normal hours.
27. Where the LAeq (15minute) construction noise levels are predicted to exceed 75 dBA and/or 30 dBA above the Rating Background Level at nearby affected sensitive receivers, respite periods will be observed, where practicable, and in accordance with TfNSW’s Construction Noise Strategy (TfNSW, 2012c). This will include restricting the hours that very noisy activities can occur.
28. To avoid structural impacts as a result of vibration or direct contact with structures, the proposed works will be undertaken in accordance with the safe work distances outlined in the Noise and Vibration Assessment and a permanent vibration monitoring system will be installed about one metre from the building footprint to warn operators in real time (e.g. flashing lights, SMS, or audible alarm system) when vibrations are approaching maximum criteria levels.
29. Vibration resulting from construction and received at any structure outside of the project will be managed in accordance with: for structural damage vibration - German Standard DIN 4150: Part 3 – 1999 Structural Vibration in Buildings: Effects on Structures and British Standard BS 7385-2:1993 Guide to Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz) for human exposure to vibration the acceptable vibration - values set out in the Environmental Noise Management Assessing Vibration: A Technical Guideline (Department of Environment and Conservation, 2006) which includes British Standard BS 7385-2:1993 Guide to Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz).
30. Property conditions surveys will be completed prior to piling, excavation of bulk fill or any vibratory works including jack hammering and compaction for all buildings/structures/roads with a plan distance of 50 metres from the works and all heritage listed buildings and other sensitive structures within 150 metres of the works (unless otherwise determined following additional assessment they are not likely to be adversely affected).
31. Where the noise levels are predicted to exceed construction noise management levels the relevant additional mitigation measures detailed in the Construction Noise Strategy (TfNSW, 2012c) will be implemented as appropriate.
Indigenous heritage
32. All construction staff will undergo an induction in the recognition of Indigenous cultural heritage material. This training will include information such as the importance of Indigenous cultural heritage material and places to the Indigenous community, as well as the legal implications of removal, disturbance and damage to any Indigenous cultural heritage material and sites.
33. If unforeseen Indigenous objects are uncovered during construction, the procedures contained in TfNSW’s Unexpected Heritage Finds Guideline (TfNSW, 2015a) will be followed, and works within the vicinity of the find will cease immediately. The Contractor will immediately notify the TfNSW Project Manager and TfNSW Environment and Planning Manager so they can assist in co-ordinating next steps which are likely to involve consultation with an Aboriginal heritage consultant, the OEH and the Local Aboriginal Land Council. If human remains are found, work will cease, the site secured and the NSW Police and the OEH notified. Where required, further archaeological investigations and an Aboriginal Heritage Impact Permit will be obtained prior to works recommencing at the location.
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No. Mitigation measure
34. If changes are made to the Proposal that may result in impacts to areas not covered by this assessment, further archaeological assessment may be required.
Non-Indigenous heritage
35. A heritage induction will be provided to workers prior to construction, informing them of the location of known heritage items and guidelines to follow if unanticipated heritage items or deposits are located during construction.
36. A program of archival recording will be undertaken. This will include a photographic record of the station building and the setting of the station, including a record of views that will be modified by the Proposal. The recording will be undertaken in accordance with Heritage Council guidelines. As these elements have local heritage significance, the recording needs to meet the minimum requirements for archival recording and measured drawings will not be necessary.
37. In the event that any unanticipated archaeological deposits are identified within the project site during construction, the procedures contained in TfNSW’s Unexpected Heritage Finds Guideline (TfNSW, 2015a) will be followed, and works within the vicinity of the find will cease immediately. The Contractor will immediately notify the TfNSW Project Manager and the TfNSW Environment and Planning Manager so they can assist in co-ordinating the next steps which are likely to involve consultation with an archaeologist and OEH. Where required, further archaeological work and/or consents will be obtained for any unanticipated archaeological deposits prior to works recommencing at the location.
38. The original fabric of the external construction and façade of the Toongabbie Station and platform buildings will be retained wherever possible. Materials used during modifications will be congruent with the character of the station, including the following: the family accessible toilet doors will remain at the location of existing doorways wherever possible to avoid altering the original design of the station buildings any new doors will be designed with sympathetic materials and colour schemes.
39. The original fabric of the internal structure and interior fittings of the Toongabbie Station and platform buildings will be retained wherever possible. Materials used during modifications will be congruent with the character of the station, including the following: any modification of the internal configuration of the station building, such as repainting, installing new fixtures and service connections inside the buildings, should minimise impacts to original fabric and be sympathetic to the historical and aesthetic character of the station the existing tiling and brickwork at the platform 1/2 waiting room will be reinstated once the internal floor of the structure has been lowered where practicable.
40. The design and materials used for the construction of new elements, including the access stairs and lift shafts will be as sympathetic as possible to the existing character of the station with the aim of minimising visual and heritage impacts. The design will use unobtrusive, modern, light materials, such as glass panelling and slim frame elements, which will reduce visual bulk. The design for the new access stairs and lifts will also consider the following: anti-throw screens will be constructed of the least obtrusive material possible to reduce visual impacts to Toongabbie Station and preserve views from the footbridge and stairs over Portico Park and the wider Toongabbie area the new canopies will use similar design materials and colour schemes as the existing footbridge and platform canopies
41. New elements (such as the lift and new stairs) will be designed to use materials which will minimise the visual bulk and scale and be sympathetic to the heritage value of the station.
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42. Any moveable heritage items will be conserved and if relocation is required it will be kept in a safe and secure place during works and relocated back to the station building following completion of construction works.
Socio-economic
43. Sustainability criteria for the Proposal will be established to encourage the Contractor to purchase goods and services locally, helping to ensure the local community benefits from the construction of the Proposal.
44. Feedback through the submissions process will be encouraged to facilitate opportunities for the community and stakeholders to have input into the project, where practicable.
45. A Community Liaison Plan will be prepared prior to construction to identify all potential stakeholders and best practice methods for consultation with these groups during construction. The plan will also encourage feedback and facilitate opportunities for the community and stakeholders to have input into the project, where practicable.
46. Contact details for a 24-hour construction response line, Project Infoline and email address will be provided for ongoing stakeholder contact throughout the construction phase.
47. The community will be kept informed of construction progress, activities and impacts in accordance with the Community Liaison Plan to be developed prior to construction.
48. During construction, that the following activities will occur: motorists, pedestrians, bus passengers and cyclists will be informed of any proposed changes to access in advance signage provided to communicate parking and access changes, and ensure safety for pedestrians close to work locations access will be maintained for emergency vehicles.
Biodiversity
49. Construction of the Proposal must be undertaken in accordance with TfNSW’s Vegetation Management (Protection and Removal) Guideline (TfNSW, 2015d) and TfNSW’s Fauna Management Guideline (TfNSW, 2015e).
50. All workers will be provided with an environmental induction prior to commencing work onsite. This induction will include information on the protection measures to be implemented to protect vegetation, penalties for breaches and locations of areas of sensitivity.
51. Disturbance of vegetation will be limited to the minimum amount necessary to construct the Proposal. Trees nominated to be removed will be clearly demarcated onsite prior to construction, to avoid unnecessary vegetation removal. Trees to be retained will be protected through temporary protection measures discussed below.
52. Tree Protection Zones (TPZs) will be established around trees to be retained, as nominated in Section 6.7. Tree protection will be undertaken in line with AS 4970-2009 Protection of Trees on Development Sites and will include exclusion fencing of TPZs.
53. In the event of any tree to be retained becoming damaged during construction, the Contractor will immediately notify the TfNSW Project Manager and TfNSW Environment and Planning Manager to coordinate the response which may include contacting an arborist to inspect and provide advice on remedial action, where possible.
54. Should the detailed design or onsite works determine the need to remove or trim any additional trees, which have not been identified in the REF, the Contractor will be required to complete TfNSW’s Tree Removal Application Form and submit it to TfNSW for approval.
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No. Mitigation measure
55. For new landscaping works, mulching and watering will be undertaken until plants are established.
56. Weed control measures, consistent with TfNSW’s Weed Management and Disposal Guideline (TfNSW, 2015f), will be developed and implemented as part of the CEMP to manage the potential dispersal and establishment of weeds during the construction phase of the project. This will include the management and disposal of weeds in accordance with the Noxious Weeds Act 1993.
57. Trees will be retained where practicable.
58. Trees will be removed according to the guidelines outlined in Safe Work Australia (2011).
59. Vegetation offsets will be undertaken in accordance with TfNSW’s Vegetation Offset Guide (TfNSW, 2013d) and in consultation with the relevant council, and/or the owner of the land upon which the vegetation is to be planted. The nine trees earmarked for removal will be offset with a minimum of 20 trees as advised in 6.7.3. Any additional clearing will also require offset tree planting undertaken in consultation with Parramatta or Holroyd councils.
Soils and water
60. Prior to commencement of works, a site-specific Erosion and Sediment Control Plan will be prepared in accordance with the ‘Blue Book’ Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004) and updated throughout construction so it remains relevant to the activities. The Erosion and Sediment Control Plan measures will be implemented prior to commencement of works and maintained throughout construction.
61. Erosion and sediment control measures will be established prior to any clearing, grubbing and site establishment activities and will be maintained and regularly inspected (particularly following rainfall events) to ensure their ongoing functionality. Erosion and sediment control measures will be maintained and left in place until the works are complete and areas are stabilised.
62. Vehicles and machinery will be properly maintained and routinely inspected to minimise the risk of fuel/oil leaks. Construction plant, vehicles and equipment will also be refuelled offsite, or in a designated refuelling area.
63. All fuels, chemicals and hazardous liquids will be stored away from drainage lines, within an impervious bunded area in accordance with Australian Standards, EPA Guidelines and TfNSW’s Chemical Storage and Spill Response Guidelines (TfNSW, 2015g).
64. Adequate water quality and hazardous materials procedures (including spill management procedures, use of spill kits and procedures for refuelling and maintaining construction vehicles/equipment) will be implemented in accordance with relevant EPA guidelines and the TfNSW Chemical Storage and Spill Response Guidelines (TfNSW, 2015g) during the construction phase. All staff will be made aware of the location of the spill kits and be trained in how to use the kits in the case of a spill.
65. In the event of a pollution incident, works will cease in the immediate vicinity and the Contractor will immediately notify the TfNSW Project Manager and TfNSW Environment and Planning Manager. The EPA will be notified by TfNSW if required, in accordance with Part 5.7 of the POEO Act.
66. The existing drainage systems will remain operational throughout the construction phase.
67. Should groundwater be encountered during excavation works, groundwater will be managed in accordance with the requirements of the Waste Classification Guidelines (EPA, 2014) and TfNSW’s Water Discharge and Reuse Guideline (TfNSW, 2015b).
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No. Mitigation measure
Air quality
68. Air quality management and monitoring for the Proposal will be undertaken in accordance with TfNSW’s Air Quality Management Guideline (TfNSW, 2015h).
69. Methods for management of emissions will be incorporated into project inductions, training and pre-start/toolbox talks.
70. Plant and machinery will be regularly checked and maintained in a proper and efficient condition. Plant and machinery will be switched off when not in use, and not left idling.
71. Vehicle and machinery movements during construction will be restricted to designated areas and sealed/compacted surfaces where practicable.
72. To minimise the generation of dust from construction activities, the following measures will be implemented: apply water (or alternate measures) to exposed surfaces (e.g. unpaved roads, stockpiles, hardstand areas and other exposed surfaces) cover stockpiles when not in use appropriately cover loads on trucks transporting material to and from the construction site and securely fix tailgates of road transport trucks prior to loading and immediately after unloading prevent mud and dirt being tracked onto sealed road surfaces.
Waste and contamination
73. The CEMP (or separate Waste Management Plan, if necessary) must address waste management and will at a minimum: identify all potential waste streams associated with the works and outline methods of disposal of waste that cannot be reused or recycled at appropriately licensed facilities detail other onsite management practices such as keeping areas free of rubbish specify controls and containment procedures for hazardous waste and asbestos waste outline the reporting regime for collating construction waste data.
74. An appropriate Unexpected Finds Protocol, considering asbestos containing materials and other potential contaminants, will be included in the CEMP. Procedures for handling asbestos containing materials, including licensed contractor involvement as required, record keeping, site personnel awareness and waste disposal to be undertaken in accordance with WorkCover requirements.
75. All spoil to be removed from site will be tested to confirm the presence of any contamination. Any contaminated spoil will be disposed of at an appropriately licensed facility.
76. All spoil and waste must be classified in accordance with the Waste Classification Guidelines Part 1: Classifying waste (EPA, 2014) prior to disposal.
77. Any concrete washout will be established and maintained in accordance with TfNSW’s Concrete Washout Guideline – draft (TfNSW, 2015i) with details included in the CEMP and location marked on the ECM.
Climate change and sustainability
78. Detailed design of the Proposal will be undertaken in accordance with the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013a) with a view to obtaining a Silver rating or better.
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No. Mitigation measure
Cumulative impacts
79. The potential cumulative impacts associated with the Proposal will be further considered as the design develops and as further information regarding the location and timing of potential developments is released. Environmental management measures will be developed in the CEMP, and implemented as appropriate.
80. The detailed design process will undertake a climate change impact assessment with reference to the Climate Change Impacts and Risk Management: A Guide for Business and Government (Department of the Environment and Heritage, 2006) and the ISCA Guidelines for Climate Change Adaptation (AGIC, 2011) to determine the hazards/risks associated with future climatic conditions. Issues including protecting customers and electrical equipment from wind and rain during storm events, size of guttering, cross flow ventilation, reflective surfaces etc. will be considered in the design.
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8 Conclusion
This REF has been prepared in accordance with the provisions of section 111 of the EP&A Act, taking into account to the fullest extent possible, all matters affecting or likely to affect the environment as a result of the Proposal. The Proposal would provide the following benefits: improved accessibility for customers at Toongabbie Station - including the provision of an accessible route to the station platform through provision of lifts and an accessible path to the interchange facilities improved customer amenity and facilities at the station, including accessible ticketing facilities, accessible toilets and extended canopies on the platforms for weather protection improved staff amenities including new staff room and accessible toilets improved transport interchange facilities including new kiss and ride bays, safer pedestrian crossing points and taxi zone provision of bicycle parking facilities potential increased use of public transport to and from Toongabbie. The likely key impacts of the Proposal are as follows: temporary noise and vibration impacts during construction temporary changes to taxi parking arrangements, and vehicle and pedestrian access to and around the station during construction temporary disruptions to station facilities and amenities during construction impacts to heritage-listed platform buildings loss of parking removal of trees/vegetation that would require planting offsets introduction of new elements, including the canopies, lift shafts and new access stairs, into the visual environment. This REF has considered and assessed these impacts in accordance with clause 228 of the EP&A Regulation and the requirements of the EPBC Act (refer to Chapter 6, Appendix A and Appendix B). Based on the assessment contained in this REF, it is considered that the Proposal is not likely to have a significant impact upon the environment or any threatened species, populations or communities. Accordingly an EIS is not required, nor is the approval of the Minister for Planning. The Proposal would also take into account the principles of ESD (refer to Section 3.1.4 and Section 4.6). These would be considered during the detailed design, construction and operational phases of the Proposal. This would ensure the Proposal is delivered to maximum benefit to the community, is cost effective and minimises any adverse impacts on the environment.
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References
AECOM, 2015, Toongabbie Station Precinct Accessibility and Commuter Car Park Upgrade. Report prepared by AECOM Australia for TfNSW. AECOM, 2015, Toongabbie Station Precinct Accessibility Upgrade – Limited Contamination Assessment and Waste Classification Works Report prepared by AECOM Australia for TfNSW. AGIC, 2011, Guidelines for Climate Change Adaptation, Australian Green Infrastructure Council (now Infrastructure Sustainability Council of Australia), Sydney Australian Bureau of Statistics, 2011, Census of Population and Housing, NSW Bannerman, S.M. and Hazelton, S.M. (1990). Soil Landscapes of the Penrith 1:100 000 sheet. Soil Conservation Service of NSW, Sydney. Barrell,J, 2001, SULE: Its use and status into the new millennium, in Management of mature trees, in Proceedings of the 4th NAAA Tree Management Seminar, NAAA, Sydney. Bureau of Transport Statistics, 2014, Station Barrier Counts, NSW Department of Environment and Climate Change, 2009, Interim Construction Noise Guideline, Sydney Department of Environment and Conservation, 2006, Assessing Vibration: A Technical Guideline, Sydney Department of Environment, Climate Change and Water, 2011, NSW Road Noise Policy, Sydney Department of the Environment and Heritage, 2006, Climate Change Impacts and Risk Management; A Guide for Business and Government, Australian Greenhouse Office, Canberra Department of Infrastructure, Planning and Natural Resources, 2004, Guideline for Preparation of Environmental Management Plans, Sydney Department of Planning and Environment, 2014, A Plan for Growing Sydney, Sydney Department of Premier and Cabinet, 2011, NSW 2021 – A Plan to Make NSW Number One, Sydney Draper, B. and Richards, P, 2009. Dictionary for Managing Trees in Urban Environments, Institute of Australian Consulting Arboriculturists (IACA), CSIRO Publishing, Collingwood, Victoria, Australia. EPA, 1999 Environmental Criteria for Road Traffic Noise, Sydney EPA, 2000, NSW Industrial Noise Policy, Sydney EPA, 2013, Road Noise Policy, Sydney EPA, 2014, Waste Classification Guidelines, Sydney Hamilton, W, 1989, Significance of root severance on performance of established trees. Arboricultural Journal 13; 249-257 Harris, R.W., Matheny, N.P., and Clark, J.R., 1999, Arboriculture: integrated management of landscape trees, shrubs, and vines, Prentice Hall, Upper Saddle River, New Jersey. Holroyd City Council (2003) Tree Management Order, in Holroyd Local Environmental Plan.
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IACA, 2010, IACA Significance of a Tree, Assessment Rating System (STARS), Institute of Australian Consulting Arboriculturalists, Australia, www.iaca.org.au James, T., McDougall, L. and Benson, D. (1999). Rare Bushland Plants of Western Sydney. RBG, Sydney Keith, D. A. and Benson, D.H, 1988, The vegetation of the Katoomba 1:100 000 sheet. Cunninghamia 2(1); 107-143 Landcom, 2004, Managing Urban Stormwater: Soils and Construction, Volume - 4th Edition, Sydney Lonsdale, D, 1999, Principles of Tree Hazard Assessment and Management. Forestry Commission, London. Matheny, N. and Clark, R, 1998, Trees and development – a technical guide to preservation of tree during land development. International Society of Arboriculture, Champaign, USA. Mattheck, C. And Breloer, H, 2003, The body language of trees: a handbook for failure analysis. Department of the Environment, 7th Edition, London Ministry of Transport, 2008, Guidelines for the Development of Public Transport Interchange Facilities, Sydney NSW Government, 2014, Rebuilding NSW - State Infrastructure Strategy 2014, Sydney NSW Heritage Office & Department of Urban Affairs and Planning, 1995, NSW Heritage Manual, Sydney NSW Heritage Office, 1998, How to Prepare Archival Records of Heritage Item, Sydney NSW Heritage Office, 2002, Conservation Management Documents – Guidelines on Conservation Management Plans and Other Management Documents, Sydney NSW Heritage Office, 2005, Interpreting Heritage Places and Items Guidelines, Sydney OEH, 2010, Due Diligence Code of Practice for the Protection of Aboriginal Objects in NSW South Wales, Sydney OEH, 2011, Guidelines for Consultants Reporting on Contaminated Sites, Sydney OEH 2013, The native vegetation of the Sydney metropolitan area Version 2. The Office of Environment and Heritage, Sydney. OEH, 2014, NSW Air NEPM Compliance Report 2013 OEH, 2015, NSW Air Quality Statement 2015 Parramatta City Council, 1998, Tree Preservation Order in Parramatta Local Environmental Plan 2011. Ratcliffe, R, 1990, Australia’s Master Gardener: Paul Sőrensen and his gardens. Kangaroo Press, Melbourne. Safe Work Australia, 2011, Safe Access in tree trimming and Arboriculture. Draft Code of Practice Spencer, R, 1995, Horticultural Flora of South-Eastern Australia. Volume 1: Ferns, Conifers and their Allies. UNSW Press, Sydney. Spencer, R, 1997, Horticultural Flora of South-Eastern Australia. Volume 2: Flowering Plants: Dicotyledons Part 1. UNSW Press, Sydney. Spencer, R, 2002, Horticultural Flora of South-Eastern Australia. Volume 3: Flowering Plants: Dicotyledons Part 2. UNSW Press, Sydney.
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Spencer, R, 2002, Horticultural Flora of South-Eastern Australia. Volume 4: Flowering Plants: Dicotyledons Part 3. UNSW Press, Sydney. Standards Australia, 2009, Australian Standard: protection of trees on development sites, AS 4970 – 2009, Standards Australia, Sydney. Standards Australia, 2012, Australian Standard: Composts, soil conditioners and mulches, AS 4454 – 2012. Standards Australia, Sydney. Sydney Trains, 2013, Sydney Trains Environmental Management System Guide Noise and Vibration from Rail Facilities Sydney Trains, 2014, www.sydneytrains.info, accessed 2016 TfNSW, 2012a, NSW Long Term Transport Master Plan, Sydney TfNSW, 2012b, Disability Action Plan 2012-17, Sydney TfNSW, 2012c, Construction Noise Strategy, Sydney TfNSW, 2013a, NSW Sustainable Design Guidelines - Version 3.0, Sydney TfNSW, 2013b, Sydney’s Walking Future - Connecting people and places, Sydney TfNSW, 2013c, Sydney’s Cycling Future - Cycling for everyday transport, Sydney TfNSW, 2013d, Vegetation Offset Guide, Sydney TfNSW, 2013e, Greenhouse Gas Inventory Guide for Construction Projects, Sydney TfNSW, 2015a, Unexpected Heritage Finds Guideline, Sydney TfNSW, 2015b, Water Discharge and Reuse Guideline, Sydney TfNSW, 2015c, Guide to Environmental Controls Map, Sydney TfNSW, 2015d, Vegetation Management (Protection and Removal) Guideline, Sydney TfNSW, 2015e, Fauna Management Guideline, Sydney TfNSW, 2015f, Weed Management and Disposal Guide, Sydney TfNSW, 2015g, Chemical Storage and Spill Response Guidelines, Sydney TfNSW, 2015h, Air Quality Management Guideline, Sydney TfNSW, 2015i, Concrete Washout Guideline - draft, Sydney White, B. and J. McDonald 2010 Lithic artefact distribution in the Rouse Hill Development Area, Cumberland Plain, New South Wales. Australian Archaeology 70:29-38.
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Appendix A Consideration of matters of National Environmental Significance
The table below demonstrates TfNSW’s consideration of the matters of NES under the EPBC Act to be considered in order to determine whether the Proposal should be referred to Commonwealth Department of the Environment.
Matters of NES Impacts
Any impact on a World Heritage property? Nil There are no World Heritage properties in the vicinity of the Proposal.
Any impact on a National Heritage place? Nil There are no National Heritage places in the vicinity of the Proposal.
Any impact on a wetland of international importance? Nil There are no wetlands of international importance within the vicinity of the Proposal.
Any impact on a listed threatened species or communities? Nil It is unlikely that the Proposal would impact on any listed threatened species or communities as none were identified within the Proposal site.
Any impacts on listed migratory species? Nil It is unlikely that the development of the Proposal would significantly affect any listed migratory species.
Does the Proposal involve a nuclear action (including uranium Nil mining)? The Proposal does not involve a nuclear action.
Any impact on a Commonwealth marine area? Nil There are no Commonwealth marine areas in the vicinity of the Proposal.
Does the Proposal involve development of coal seam gas and/or Nil large coal mine that has the potential to impact on water resources? The Proposal is for a transport facility and is not related to coal seam gas or mining.
Additionally, any impact (direct or indirect) on Commonwealth land? Nil The Proposal would not be undertaken on or near any Commonwealth land.
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Appendix B Consideration of clause 228
The table below demonstrates TfNSW’s consideration of the specific factors of clause 228 of the EP&A Regulation in determining whether the Proposal would have a significant impact on the environment. Factor Impacts
(a) Any environmental impact on a community? Minor There would be some temporary impacts to the community during construction, particularly in relation to noise, traffic and access and visual amenity. Mitigation measures outlined in Chapter 7 would be implemented to manage and minimise adverse impacts.
(b) Any transformation of a locality? Nil The Proposal would result in an accessible train station and associated infrastructure and therefore, is unlikely to result in a transformation of the locality surrounding Toongabbie Station. The station precinct would be enhanced by the Proposal.
(c) Any environmental impact on the ecosystem of the locality? Nil The Proposal would require removal of up to nine street trees but given the Proposal’s location within an urbanised environment and the low habitat value of the trees to be removed, impacts to biodiversity and ecosystems are expected to be negligible.
(d) Any reduction of the aesthetic, recreational, scientific or other Minor environmental quality or value of a locality? There would be some temporary impacts during construction particularly in relation to noise, traffic and access and visual amenity. During operation the Proposal would have positive impacts to the community through providing improved access to Toongabbie Station.
(e) Any effect on a locality, place or building having aesthetic, Minor anthropological, archaeological, architectural, cultural, historical, scientific or social significance or other special value for present or future generations? There would be some temporary impacts during construction particularly in relation to noise, traffic and access and visual amenity. The station is listed on RailCorp’s s.170 Heritage Conservation Register and the Holroyd LEP. The Proposal would result in some impacts to parts of the station that are heritage listed. Measures to minimise impacts to heritage have been provided in Section 7. There is a low risk of encountering archaeological items/deposits. During operation the Proposal would have positive impacts to the locality through providing improved access to Toongabbie Station.
(f) Any impact on the habitat of protected fauna (within the meaning Nil of the National Parks and Wildlife Act 1974)? The Proposal is unlikely to have any impact on the habitat of protected fauna.
(g) Any endangering of any species of animal, plant or other form of Nil life, whether living on land, in water or in the air? The Proposal is unlikely to endanger any species of animal, plant or other form of life, whether living on land, in water or in the air.
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Factor Impacts
(h) Any long-term effects on the environment? Nil The Proposal is unlikely to have any long term effects on the environment.
(i) Any degradation of the quality of the environment? Nil The Proposal is unlikely to have any degradation on the quality of the environment.
(j) Any risk to the safety of the environment? Nil The Proposal is unlikely to cause any pollution or safety risks to the environment provided the recommended mitigation measures are implemented.
(k) Any reduction in the range of beneficial uses of the environment? Nil The Proposal is unlikely to have any reduction in the range of beneficial uses of the environment.
(l) Any pollution of the environment? Nil The Proposal is unlikely to cause any pollution to the environment provided the recommended mitigation measures are implemented.
(m) Any environmental problems associated with the disposal of Nil waste? The Proposal is unlikely to cause any environmental problems associated with the disposal of waste. Mitigation measures would be implemented to ensure waste is reduced, reused or recycled where practicable.
(n) Any increased demands on resources (natural or otherwise) that Nil are, or are likely to become, in short supply? The Proposal is unlikely increase demands on resources that are or are likely to become in short supply.
(o) Any cumulative environmental effect with other existing or likely Minor future activities? Cumulative effects of the Proposal are described in Chapter 6. Where feasible, environmental management measures would be coordinated to reduce cumulative construction impacts. The Proposal is unlikely to have any significant long term impacts.
(p) Any impact on coastal processes and coastal hazards, including Nil those under projected climate change conditions? The Proposal would not affect or be affected by any coastal processes or hazards.
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Appendix C Sustainable Design Guidelines checklist
Compulsory initiatives
Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
C.1 Carbon Energy and Undertake AS14064-2 (greenhouse gases – DC Yes footprint greenhouse project level) compliant carbon footprinting exercise for all projects with a capital investment value over $10 million in accordance with Transport for NSW's Greenhouse Gas Inventory Guide for Construction Projects. The carbon footprint is to be used to inform decision-making in design and construction. Use standard carbon coefficient values for construction material and fuel usage. Monitor and report the carbon footprint every six months during construction.
C.5 Energy and Purchase at least 25% of site-based electricity C Yes Renewable greenhouse energy needs from Green Power or renewable Energy sources during construction of the asset.
C.6 Climate Climate Perform a climate change impact assessment for D Yes change resilience each project worth over $10M using current impact scientific predictions (i.e. Intergovernmental Panel assessment on Climate Change (IPCC), Commonwealth Scientific and Industrial Research Organisation (CSIRO) etc) to determine the hazards/risks associated with future climatic conditions. Refer to 'Climate Change Impacts and Risk Management: A Guide for Business and Government' and the 'AGIC Guidelines for Climate Change Adaptation' for guidance.
C.7 Design Climate All projects with a capital investment value over D Yes for climate resilience $10 million to design out extreme, high and change medium risks as identified in the climate change impact assessment where practicable.
C.9 Reduce Materials and Ensure at least 95 per cent of construction and DC Yes waste to waste demolition waste (by weight) is diverted from landfill landfill, and either recycled or reused, for all projects with a capital investment value over $10 million.
C.11 Reduce Materials and Reduce the absolute quantity of Portland cement DC Yes cement waste by at least 30 per cent, as an average across all concrete mixes, by substituting it with supplementary cementitious materials (such as a fly ash, ground granulated blast furnace slag or alkali activated cements) subject to meeting strength and durability requirements.
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Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
C.13 Biodiversity 100 per cent of significant heritage items are DC Yes Heritage and heritage identified during project development and design conservation and are protected or beneficially reused where and practical. This will require consultation with all enhancemen relevant Indigenous Heritage groups (where t applicable).
C.16 Water Water Ensure onsite amenities using potable water DC Yes efficient comply with the following criteria: Toilets to be fittings WELS (max 4.5/3 L/min) dual flush toilets; Urinals to be waterless; All taps to be WELS (max 7.5 L/min); (see Green Star Office v3). Any other water fixtures should achieve at least a 5 Star WELS rating.
C.17 Water Water Specify sensors, timers or spring loaded devices D Yes efficient for taps where possible to reduce water loss from controls taps that are left running.
C.18 Monitor Water Projects that have capital value greater than $10 C Yes and record million are to monitor and record water construction consumption at the site office, all outlets available water to the construction site and other water uses such as from non--potable sources.
C.20 Noise Pollution Project to comply with Transport Projects DC Yes management control Construction Noise Strategy and related conditions of approval.
C.23 Crime Community Incorporate CPTED principles during design. This D Yes Prevention benefit may include natural observation and use Through of CCTV. Natural observation is achieved through Environment fence, landscape, streetscape and open space al Design design in public or staff supervised areas. This is (CPTED) achieved by minimising narrow corridors, hidden corners and through the use of lighting.
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Discretionary initiatives
Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
1.3 Power Energy and Install power factor correction (PFC) units to keep D Yes factor greenhouse the power factor of the system as close to one as correction possible.
1.13 Green Energy and Develop and implement green or sustainable C Yes travel plans greenhouse travel plans during construction for employees to get to site offices and construction sites.
1.15 Light Energy and Use light coloured finishes on floors, walls and D Yes coloured greenhouse ceilings of offices, stations and platforms to help finishes reflect ambient light. Within car parks, consider glare and safety issues that may arise.
1.20 LED Energy and Incorporate energy efficient LED lighting. D Yes lights greenhouse
1.23 CCTV Energy and Install low light CCTV monitoring equipment. D Yes lighting greenhouse
2.3 Climate Review levels of passenger comfort to take D Yes Passenger resilience account of climate change (e.g. provision comfort of additional shelter from winds and driving rain and increased shading from sun in locations where customers wait for transport).
2.8 Climate Consider design measures for protecting D Yes Protection resilience customers and electrical equipment from wind and from rain during storm events. extreme weather (sun, rain, wind)
2.9 Protect Climate Protect sensitive assets (e.g. lifts, escalators) from D Yes sensitive resilience the effects of extreme climate and weather. assets
3.4 Recycled Materials and Maximise the recycled content of construction DC Yes / renewable waste materials, in particular those included in the materials Infrastructure Sustainability Council of Australia's IS Materials Calculator available from ISCA for free at www.isca.org.au.
3.5 Optimise Materials and Optimise design to minimise material D Yes design waste consumption, mass/volume/space use and above ground land use.
3.6 Re-use Materials and Retain or refurbish existing structures DC Yes of structures waste where possible.
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Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
3.7 Recycled Materials and Reuse concrete, bricks and other structural DC Yes concrete waste materials in construction on site where available and suitable.
3.9 Recycled Materials and Use recycled aggregate in non-structural uses DC Yes aggregate waste (e.g. building base course, sub-grade to any car parks and footpaths, backfilling to service trenches, kerb and gutter).
3.14 Materials and Source at least 60 per cent of structural steel (by C Yes Sustainable waste weight) from a steel fabricator/contractor structural accredited by the Environmental Sustainability steel Charter of the Australian Steel Institute.
3.17 Low Materials and Specify low volatile organic compound (VOC) DC Yes VOC paints waste paints and finishes. Refer to Green Star – Office and finishes Interiors v1.1 available online.
3.18 Low Materials and Specify all adhesives and sealants as low VOC. DC Yes VOC waste Refer to Green Star – Office Interiors v1.1 adhesives available online. and sealants
3.20 Timber Materials and 95% of all timber products (by cost) comprise re- DC Yes waste used or post-consumer recycled timber, Forest Stewardship Council (FSC) or Australian Forest Scheme (AFS) certified timber, and/or timber from NSW sustainably managed forests.
3.25 Cut-fill Materials and Balance site works to avoid excess or import of DC Yes balance waste spoil.
3.29 Materials and Enable waste segregation in the design process DC Yes Segregation waste by including space for the collection and of waste segregation of waste with appropriate marking (e.g. signage) and controls (e.g. lockable lids), located away from sensitive receptors (e.g. water courses). During construction, use facilities and procedures that maximise on-site separation of waste to maximise reuse/recycling.
3.30 Reuse Materials and Maximise reuse of concrete, bricks, earthworks DC Yes construction waste and other structural waste materials. waste
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Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
3.34 Prevent Materials and Prevent or minimise the effects of stray current D Yes electrolysis waste electrolysis from electrified railway that increase the rate of corrosion. Such as selecting suitable building materials, avoiding using metal finishes in the vicinity of high voltage electricity, using masking agents or coatings to prevent exposure of metals, and preventing direct contact between metallic parts.
3.36 Materials and Use prefabricated building and civil components DC Yes Prefabricatio waste (for bridges, walls (retaining, deflection, noise), n culverts, platforms, level crossings and tunnel lining etc) to reduce construction waste material usage, pollution risks and travel.
3.37 Low Materials and Specify low-finish interiors (e.g. exposed D Yes finish waste brick/rock walls, unpainted galvanised steel, interiors polished concrete walls and floors) to avoid the need for large quantities of paint and/or cement render. Consider graffiti removal in specifying surface textures.
3.40 Façade Materials and Incorporate existing building facades in station D Yes reuse waste upgrades.
3.41 Materials and Design for standard material sizes and D Yes Coordinate waste components to reduce waste and improve ease of dimensions assembly and disassembly.
3.43 Durable Materials and Specify building materials and finishes D Yes finishes waste to demonstrate high quality and durability.
3.47 Correct Materials and Layout of construction sites (including plant and C Yes site layout waste equipment) to be designed to reduce travel distances and double carrying.
4.2 Biodiversity Maximise ecological values through landscape DC Yes Ecological and heritage species choice, and planting density and value configuration. Make sure that appropriate weed opportunities management strategies are undertaken to avoid migration or contamination on and offsite.
4.9 Heritage Biodiversity Design for the interrelationship between new D Yes items in the and heritage development/redevelopment and proximate vicinity buildings of heritage/cultural significance.
5.10 Planting Water Select plant species that require minimal or no DC Yes irrigation after establishment.
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Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
5.15 Water Design for permeable and porous surfaces to D Yes Permeable allow for stormwater infiltration (preferably with and porous other treatments such as vegetated swales). surfaces
6.4 Avoid Pollution Use Safety Data Sheets (SDS) to avoid the use of DC Yes dangerous control dangerous goods and hazardous materials. See goods and the materials section in Appendix B for details. hazardous materials
6.5 Apply Pollution Apply a hierarchy of control by addressing noise D Yes noise control control at source first (e.g. orient equipment away from hierarchy residential receivers), then propagation path (e.g. a noise barrier) and finally at the receiver (e.g. double glazed windows) as a last option (see Rail Infrastructure Noise Guidelines for further information).
6.17 Avoid Pollution Minimise ambient light levels and glare towards D Yes glare and control neighbouring properties (e.g. avoid or obstruct up light pollution lighting). Refer to ASA standard 3.11.3.3 for guidance and make sure that design complies with AS4282 Control of the Obtrusive Effects of Outdoor Lighting. Do not exceed minimum requirements of AS1158 for illuminance levels for 95 per cent of outdoor spaces.
7.13 Community Use lighting, landscaping and/or public art to DC Yes Enhance benefit direct visual interest towards the structure and visual enhance the visual amenity of the structure. interest of asset
7.19 Kiss Community Provide for kiss and ride at the station. D Yes and ride benefit
7.28 Bicycle Community Provide sheltered bicycle lock ups and/or lockers D Yes lockers and/ benefit in or near entrance to the station. Allow for at least or racks 5% of staff use at maintenance facilities. See Section 3.9.3.1 of the ASA Station Design Standard Requirements for further information on bicycle parking requirements at stations.
7.29 Bicycle Community Locate bicycle storage area in an area with a high D Yes storage benefit level of passive surveillance and/or prominent security CCTV.
7.33 Safe Community Make sure that safe movement is promoted for D Yes pedestrian benefit pedestrians and cyclists by minimising vehicle movement crossings of paths, providing clear signage, and providing freedom from obstacles such as poles, trees etc.
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Initiative Theme Description
Design (D) or or (D) Design (C) Construct interface Under consideration
7.36 Safe Community Use safe hot water fittings (instead of mixing DC Yes hot water benefit valves) to control water temperature at the tap and prevent scalding.
7.38 Reduce Community Minimise risks from vandalism during design, such D Yes vandalism benefit as designing pedestrian bridges and walkways with a high degree of surveillance or railings, restrict window openings and limit to a maximum 80mm opening.
7.39 Reduce Community Minimise graffiti risks such as through treatment of D Yes graffiti benefit fencing and other surfaces with anti-graffiti paint or coatings, vegetation cover to deter graffiti or providing designated walls for graffiti.
7.50 Community Provide shade through vegetation or structures D Yes Shading benefit over platform, footbridge, car parks and pedestrian pathway areas and work/lunch areas.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 129
Appendix D Landscape and visual assessment report
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 130
Visual Impact Assessment Review of Environmental Factors
Transport Access Program
Prepared by: GREEN BEAN DESIGN l a n d s c a p e a r c h i t e c t s
GREEN BEAN DESIGN l a n d s c a p e a r c h I t e c t s PO Box 3178 Austral NSW 2179 Principal: Andy Homewood BSc (Dual Hons), DipLM, DipHort, Registered Landscape Architect, AILA (ABN: 14 329 465 660)
20 April 2016
Document control
Item Detail Project Name: Toongabbie Station Upgrade Report Title: Visual Impact Assessment Project Number: 16-209 Version Number: V4 Status: Final Andrew Homewood, Registered Landscape Architect, AILA Author: Graduate Diploma Landscape Management, Bachelor Science (Dual Honours) Landscape and Archaeology, National Diploma Horticulture Date 20 April 2016
Green Bean Design – Capability Statement
Green Bean Design (GBD) was established as a landscape architectural consultancy in 1999 and has specialised in landscape and visual impact assessment over the past 15 years. As an independent consultancy, GBD provide professional advice to a wide range of commercial and government clients involved in large infrastructure project development. GBD owner, and principal landscape architect Andrew Homewood, is a registered landscape architect and member of the Australian Institute of Landscape Architects and the Environmental Institute of Australia and New Zealand. Andrew has over 21 years continuous employment in landscape consultancy and has completed numerous landscape and visual impact assessments for a variety of large scale and state significant infrastructure, including transport projects, mines, transmission lines/substations, wind farms and solar power developments.
Toongabbie Station Upgrade, Visual Impact Assessment v3 – April 2016 2
Contents Definitions ...... 6 1 Introduction ...... 8 1.1 Introduction ...... 8 1.2 TAP Objectives ...... 8 2 VIA objectives and methodology ...... 9 2.1 VIA objectives ...... 9 2.2 VIA Guidance ...... 9 2.3 VIA methodology ...... 9 3 Toongabbie Station location and description ...... 11 3.1 Station location ...... 11 3.2 Existing station description ...... 11 4 Proposal description ...... 13 4.1 Proposal description ...... 13 5 Site photographs ...... 15 5.1 Site photographs ...... 15 6 Urban landscape effects ...... 22 6.1 Existing landscape and urban character ...... 22 6.2 Visual Absorption Capability ...... 22 6.3 Urban landscape character impacts...... 23 7 Viewshed ...... 24 7.1 Viewshed ...... 24 8 Visual impact assessment ...... 26 8.1 Introduction ...... 26 8.2 Quantifying impacts ...... 26 8.3 Key existing viewpoints...... 26 8.4 Visual magnitude ...... 27 8.5 Visual sensitivity ...... 27 8.6 Assessment of visual impacts ...... 35 8.7 Summary of visual impact ...... 36 8.8 Construction activities ...... 37 8.9 Night time lighting ...... 38 8.10 Overshadowing ...... 38 9 Photomontages ...... 39 9.1 Photomontages ...... 39 10 Cumulative impact assessment ...... 43 10.1 Cumulative Impact Assessment ...... 43 11 Mitigation measures ...... 44 11.1 Mitigation measures ...... 44 11.2 Detail design ...... 44 11.3 Construction ...... 44 11.4 Operation ...... 44 12 Conclusion ...... 45 12.1 Summary ...... 45
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 3 References ...... 46 Limitations ...... 47
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 4 Figures Figure 1 Location Plan...... 12 Figure 2 Proposal area ...... 14 Figure 3 Photo locations ...... 16 Figure 4 Photo Sheet 1...... 17 Figure 5 Photo Sheet 2...... 18 Figure 6 Photo Sheet 3...... 19 Figure 7 Photo Sheet 4...... 20 Figure 8 Photo Sheet 5...... 21 Figure 9 Viewshed ...... 25 Figure 10 Receiver locations ...... 28 Figure 11 Photomontage 1 ...... 40 Figure 12 Photomontage 2 ...... 41 Figure 13 Photomontage 3 ...... 42
Tables Table 1 Definitions ...... 6 Table 2 Proposal visual impact grading matrix ...... 26 Table 3 Proposal visual sensitivity and magnitude matrix ...... 29 Table 4 Proposal visual impact assessment matrix ...... 35
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 5 Definitions
This Visual Impact Assessment has adopted and the following definitions from Guidelines for Landscape and Visual Impact Assessment1 (2013) and the Roads and Maritime Services (RMS) Environmental Impact Assessment Practice Note Guideline for Landscape Character and Visual Impact Assessment EIA-N042 (2013). Table 1 Definitions
Term Meaning
Cumulative The summation of effects that result from changes caused by a development in effects1 conjunction with other past, present or reasonably foreseeable actions.
Element (urban Individual parts of the developed landscape which make up the urban landscape)1 environment (e.g. buildings, roads, bridges and parks).
Indirect Impacts1 Impacts on the environment, which are not a direct result of the development but are often produced away from it or as a result of a complex pathway.
Magnitude2 The measurement of scale, form and character of a development proposal when compared to the existing condition. In the case of visual assessment this relates to how far the proposal is from the viewer. Combined with sensitivity, magnitude provides a measurement of impact.
Mitigation1 Measures, including any processes, activity or design to avoid, reduce, remedy or compensate for adverse landscape and visual effects of a development project.
Photomontage Computer simulation or other technique to illustrate the appearance of a (Visualisation) 1 development.
Sensitivity2 The sensitivity of a landscape character zone or view and its capacity to absorb change. In the case of visual impact this also relates to the type of viewer and number of viewers. Combined with magnitude, sensitivity provides a measure of impact.
Visibility2 The state or fact of being visible or seen
Visual Absorption The degree to which a particular landscape character type or area is able to Capacity1 accommodate change without unacceptable adverse effects on its character.
Visual amenity1 The value of a particular area or view in terms of what is seen.
Visual envelope1 Extent of potential visibility to or from a specific area or feature.
Visual impact2 The impacts on the views from residences, workplaces and public places.
Visual Impact A process of applied professional and methodical techniques to assess and Assessment1 determine the extent and nature of change to the composition of existing views that may result from a development.
View location1 A place or situation from which a proposed development may be visible.
Visual receiver1 Individual and/or defined groups of people who have the potential to be affected by a proposal.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 6 Term Meaning
Cumulative The summation of effects that result from changes caused by a development in effects1 conjunction with other past, present or reasonably foreseeable actions.
Element (urban Individual parts of the developed landscape which make up the urban landscape)1 environment (e.g. buildings, roads, bridges and parks).
Indirect Impacts1 Impacts on the environment, which are not a direct result of the development but are often produced away from it or as a result of a complex pathway.
Magnitude2 The measurement of scale, form and character of a development proposal when compared to the existing condition. In the case of visual assessment this relates to how far the proposal is from the viewer. Combined with sensitivity, magnitude provides a measurement of impact.
Mitigation1 Measures, including any processes, activity or design to avoid, reduce, remedy or compensate for adverse landscape and visual effects of a development project.
Photomontage Computer simulation or other technique to illustrate the appearance of a (Visualisation) 1 development.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 7 1 Introduction
1.1 Introduction
Green Bean Design Pty Ltd (GBD) was commissioned by GHD Pty Ltd on behalf of Transport for NSW (TfNSW) to prepare a Visual Impact Assessment (VIA) for proposed works to upgrade and introduce new infrastructure at Toongabbie Station (the Proposal) as part of the Transport Access Program (TAP). The VIA has been undertaken as part of the Review of Environmental Factors (REF) that is being prepared in accordance with the provisions of Part 5 of the NSW Environmental Planning and Assessment Act 1979 (EP&A Act). This VIA provides an assessment of the potential effects of the Proposal on the existing urban landscape and visual environment surrounding the station precinct and site of the proposed works. This VIA has been prepared in accordance with consideration of Clause 228 of the NSW Environmental and Planning and Assessment Regulation 2000.
1.2 TAP Objectives
TfNSW initiated the TAP to improve and provide more accessible, modern and secure infrastructure. TAP has a number of objectives including to provide: • stations that are accessible to those with a disability, ageing and parents/carers with prams • modern interchanges that support an integrated network and allow seamless transfers between all modes for all customers • modern buildings and facilities for all modes that meet the needs for a growing population • safety improvements including extra lighting, help points, fences and security measures for car parks and interchanges, including stations, bus stops and wharves • signage improvements so customers can more easily use public transport and transfer between modes at interchanges • other improvements and maintenance such as painting, new fencing and roof replacements.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 8 2 VIA objectives and methodology
2.1 VIA objectives
A key objective of this VIA is to determine the likely visual significance of the Proposal on people living and working in, or travelling through the urban landscape within and surrounding the station precinct. This VIA has also been undertaken to: • assess the existing visual character of the station precinct as well as the surrounding urban landscape • determine the extent and nature of the potential visual significance of the Proposal on surrounding receivers • identify measures to mitigate and minimise any potential visual impacts.
2.2 VIA Guidance
This VIA has been prepared with regard to industry standards including: • Environmental Impact Assessment Practice Note – Guideline for Landscape Character and Visual Impact Assessment EIA–N04 (RMS March 2013) • Guidelines for Landscape and Visual Impact Assessment (Landscape Institute and Institute of Environmental Management & Assessment 2013).
2.3 VIA methodology
This VIA methodology included the following activities: • desktop study addressing visual character and identification of view locations within the surrounding area • fieldwork and photography • assessment and determination of the Proposals visual impact • identification of recommended mitigation measures for the Proposal.
2.3.1 Desktop study
A desktop study was carried out to identify an indicative viewshed for the Proposal. This was carried out by reference to topographic maps as well as aerial photographs of the station location and surrounding landscape. Topographic maps and aerial photographs were also used to identify the locations and categories of potential view locations that could be verified during the fieldwork component of the assessment. The desktop study also outlined the visual character of the surrounding landscape including features such as landform, elevation, landuse and the distribution of residential dwellings.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 9 2.3.2 Fieldwork and photography
The fieldwork involved: • a site inspection in March 2016 to determine and confirm the potential extent of visibility of the Proposal • determination and confirmation of the various view location categories and receiver locations from which the Proposal could potentially be visible.
2.3.3 Assessment of visual impact
The level of visual impact that may result from the construction and operation of the Proposal has been determined by combining the assessment and determination of surrounding receiver sensitivity and the magnitude of the Proposal works when compared to the existing visual environment. The assessment and determination of visual impact has been determined in accordance with the Environmental Impact Assessment Practice Note – Guideline for Landscape Character and Visual Impact Assessment EIA–N04, Roads and Maritime Services 2013 (RMS practice note) . The determination of visual impact is also subject to other factors which are considered in more detail in this VIA.
2.3.4 Mitigation measures
A number of mitigation measures have been recommended to assist in the reduction and, where possible, minimisation of any major adverse effects on surrounding receiver locations.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 10 3 Toongabbie Station location and description
3.1 Station location
Toongabbie Station is located in the western Sydney suburb of Toongabbie and is approximately 30 kilometres to the west of the Sydney Central Business District (CBD). The Proposal site includes the train station and the main pedestrian access paths to the station entrance. The Proposal site stretches across two local government areas; Parramatta to the east and Holroyd to the west of the rail corridor. Toongabbie Station is serviced by the North Shore and Western Line (T1) providing services between Emu Plains or Richmond and Berowra via Central and the Cumberland Line (T5) providing services between Schofields and Campbelltown. Work would also be undertaken: • along the footpath and road reserves of Portico Parade in areas owned and managed by Holroyd City Council • along the footpath road and road reserves Wentworth Avenue in areas owned and managed by Parramatta City Council. The location of Toongabbie Station is illustrated in Figure 1.
3.2 Existing station description
The existing station precinct exhibits a number of key visual elements: • north and south bound rail lines, electrical conductors and steel gantries • four platforms located on two islands • footbridge with walkway ramp from station entrances and step access with railings to station platforms • station buildings and passenger shelters/canopies • informal commuter car parking and on street parking east and west of the rail line • taxi stand and bus stops with shelters • utility poles and wires • security and safety fencing • wayfinding signage. The station precinct and adjoining road corridors contain mature indigenous and non- indigenous tree planting which provides some degree of screening and filtering of views within proximity to, and beyond the station.
Toongabbie Station Upgrade, Visual Impact Assessment V2 – April 2016 11 Source: Copyright Department of Lands, Panorama Avenue Bathurst 2795 (www.lands.nsw.gov.au)
Toongabbie Station
Pendle Hill Station
Wentworthville Station
M4
Legend 0km 250m
North Shore, Western Line & Cumberland Line
Railway station
M4 Motorway corridor Figure 1 Location Plan
TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade 4 Proposal description
4.1 Proposal description
The Proposal would include a range of works to existing infrastructure as well as the construction of new facilities to improve access, convenience, and interchange between transport modes. The Proposal would include: • demolition of the non-compliant ramps on the eastern and western sides of the station • installation of new stairs at station entrances • installation of new lifts and refurbishment of stairs on platforms • new accessible paths to the station entrance lifts and stairs • widening a section of the existing footbridge for ticketing and passenger information facilities, a staff room and a family accessible toilet • extension of platform canopies and canopies over new stairs • new customer service window, staff room and ambulant cubicle in the existing platform 1/2 station building and a new switch room and communication room in the platform 3/4 station building • new family accessible toilets on both platforms and footbridge • anti-throw screens on footbridge and stairs • new bicycle racks near station entrances • new kiss and ride facilities on Portico Parade and Wentworth Avenue • new accessible parking spaces at Wentworth Avenue • upgrade of Portico/Cornelia Road intersection to RMS standards • relocation of the 705/7011 bus stop on Portico Road • relocation of the pedestrian crossing at Wentworth Parade • provision of taxi ranks at Portico Parade. The removal of up to two trees on Portico Parade and up to eight trees on Wentworth Avenue would be required to accommodate the Proposal works. The location of the Proposal is illustrated in Figure 2.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 13 Source: Google Earth Pro 2015 Aerometrex
Cornelia Road
150m
Portico Parade
100m
Wentworth Avenue
50m
Cooyong Crescent
Cornelia Road
Barangaroo Road Aurelia Street
Toongabbie Road
Legend Figure 2 Indicative Proposal extent relevant Proposal upgrade works Existing tree to Existing tree Proposal area to visual impact assessment (indicative extent) be removed Note: This figure is indicative only and based on a concept design Existing building to be retained Proposal structural works Rail corridor TRANSPORT ACCESS PROGRAM 0m 25m Toongabbie Station Upgrade 5 Site photographs
5.1 Site photographs
Digital photographs were taken during the course of the fieldwork to illustrate existing views in the vicinity of view locations inspected as part of this VIA. The site photographs presented in this VIA have been annotated to identify existing built elements and roads located within the existing view and surrounding the station. The panoramic photograph locations are illustrated in Figure 3, and the site photographs illustrated in Figure 4 to Figure 8.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 15 Source: Google Earth Pro 2016
Cornelia Road
150m
V10
100m
V1
Portico Parade
50m V2 V9
Cooyong Crescent
V8 Wentworth Avenue V7 Cornelia Road V4 V5
Barangaroo Road Aurelia Street V3 Toongabbie Road
V6
Legend
Photo and photomontage Figure 3 Indicative Proposal extent location Photo locations
Note: This figure is indicative only and based on a concept design TRANSPORT ACCESS PROGRAM 0m 25m Toongabbie Station Upgrade Visible extent of Proposal works
Photo location V1 - View looking south from Wentworth Avenue
Existing crossing to be relocated
Visible extent of Proposal works
Photo location V2 - View looking south east from Wentworth Avenue
Figure 4 Photo sheet 1 TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade Visible extent of Proposal works
Photo location V3 - View looking north west from Wentworth Avenue
Visible extent of Proposal works
Photo location V4 - View looking north west from station pedestrian bridge
Figure 5 Photo sheet 2 TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade Tree planting within and surrounding Portico Park filter and screen views toward the station from and beyond the park.
Photo location V5 - View looking west from station pedestrian ramp (Portico Parade)
Tree planting alongside Toongabbie Road filters views toward the station.
Photo location V6 - View looking north from Toongabbie Road
Figure 6 Photo sheet 3 TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade Visible extent of Proposal works
Photo location V7 - View looking east from Cornelia Road
Visible extent of Proposal works
Photo location V8 - View looking east from Cornelia Road
Figure 7 Photo sheet 4 TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade Visible extent of Proposal works
Photo location V9 - View looking south from Portico Parade
Visible extent of Proposal works
Photo location V10 - View looking south from Portico Parade
Figure 8 Photo sheet 5 TRANSPORT ACCESS PROGRAM Toongabbie Station Upgrade 6 Urban landscape effects
6.1 Existing landscape and urban character
The urban landscape character surrounding Toongabbie Station is typical of both residential suburban settings and that of a main line rail corridor with mixed development within a local commercial centre. Residential areas to the east of Toongabbie Station extend along and beyond Wentworth Avenue and are defined by a mix of single storey detached dwellings with front and rear gardens and two or three storey multi unit developments. Dwellings are set back from street frontages with tree planting along nature strips. Land to the west of the station precinct administered by the City of Parramatta is within Zone B2 Local Centre. Council’s objectives for Zone B2 include to: • provide a range of retail, business, entertainment and community uses that serve the needs of people who live in, work and visit the local area • encourage employment opportunities in accessible locations • maximise public transport patronage and encourage walking and cycling • encourage the construction of mixed use buildings that integrate suitable commercial, residential and other developments and that provide active ground level uses. The urban landscape character west of the rail corridor is defined by a commercial centre with a range of shops and services extending along Portico Parade and adjoining streets. There is a constant level of vehicular and pedestrian activity throughout the local commercial area and a visual diversity of colour, line and form associated with buildings and signage. Land adjoining and to the west of the rail corridor (administered by the City of Holroyd) is within Zone B2 Local Centre. Council’s objectives for Zone B2 include to: • provide a range of retail, business, entertainment and community uses that serve the needs of people who live in, work and visit the local area • encourage employment opportunities in accessible locations • maximise public transport patronage and encourage walking and cycling • permit residential development that is complementary to, and well integrated with, commercial uses.
6.2 Visual Absorption Capability
Visual Absorption Capability (VAC) is a classification system used to describe the relative ability of the urban landscape to accept modifications and alterations without the loss of character or deterioration of visual amenity. VAC relates to the physical characteristics of the urban landscape that are often inherent and quite static in the long term. In essence the VAC indicates the ability of an urban landscape setting to ‘hide’ development. The VAC of an urban landscape is largely determined by inherent physical factors which include: • the degree of visual penetration (view distance without obstruction) through surrounding buildings and tree cover • the complexity of the urban landscape through bulk, scale, form and line. Urban landscapes with a low visual penetration would have higher visual absorption capability values. Complex urban landscapes which include a mix of scale, form and line (together with
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 22 some degree of vegetative screening) would also have high visual absorption capability values. The VAC of the urban landscape surrounding Toongabbie Station and the Proposal exhibits a relatively high VAC.
6.3 Urban landscape character impacts
The Proposal and its associated infrastructure, including the lifts, widened pedestrian bridge and changes in ramps to steps, would have an overall low impact upon the urban landscape character of the station precinct and surrounding urban environment. The bulk and scale of constructed elements would be partially visually contained by existing mature tree planting within and beyond the station precinct as well as existing development within the local commercial centre and multi unit development to the east. The Proposal design incorporates various architectural and engineered outcomes to visually minimise the bulk and scale of constructed elements through modulation and articulation of structures. Building form and height also responds to both existing constructed elements within and adjacent to the station precinct including existing station buildings. Mature tree planting along the eastern and western portions of the rail corridor provides a backdrop to views of the Proposal which would be visible below tree canopies. Portions of the Proposal would integrate with the existing station precinct and, as an upgrade to existing transport facilities, the Proposal retains the stations existing function and purpose in its relation to surrounding land use. The Proposal presents a rational approach to pedestrian and vehicular movement within the station precinct and connectivity to adjoining areas. The Proposal is considered to result in a beneficial visual outcome where contemporary design, modern materials and sympathetic colours applied to the existing station precinct would combine to create a legible and high visual amenity asset within the surrounding urban landscape.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 23 7 Viewshed
7.1 Viewshed
For the purpose of this VIA the viewshed is defined as the area of land surrounding and beyond the station which could be potentially affected by the Proposal. In essence, the viewshed defines this VIA study area. The viewshed for the Proposal has been divided into a series of concentric bands (between 50 metres and 100 metres distance offsets) extending across the landscape from the Toongabbie Station. The viewshed is illustrated in Figure 9. The primary viewshed extends in a north south orientation following the main parallel view corridors of both the rail corridor, Wentworth Avenue and Portico Crescent. The primary viewshed also extends perpendicular to the rail corridor along the Aurelia Street and Cornelia Road corridors. The viewshed beyond the station precinct is responsive to both mature tree planting and built development to the east and west of the rail corridor and results in a generally restricted extent of visual penetration. Receiver locations within the viewshed incorporate a range of categories which include: • residential dwellings (including multi storey units along Wentworth Avenue) • commercial premises • rail customers • pedestrians • motorists.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 24 Source: Google Earth Pro 2016
Cornelia Road
150m
Portico Parade
100m
Wentworth Avenue
50m
Cooyong Crescent
Cornelia Road
Barangaroo Road Aurelia Street
Toongabbie Road
Legend
Primary view shed Rail corridor/view Building line blocking Figure 9 view beyond Viewshed Tree cover with TRANSPORT ACCESS PROGRAM screening potential Road corridor view Residential interface
0m 50m Toongabbie Station Upgrade 8 Visual impact assessment
8.1 Introduction
In accordance with the RMS practice note (RMS 2013), the significance of visual impact that would result from the construction and operation of a project is a composite of the sensitivity of the view and magnitude of the project in that view.
8.2 Quantifying impacts
The RMS practice note states that: ‘Sensitivity refers to the qualities of an area, the type number and type of receivers and how sensitive the existing character of the setting is to the proposed change. For example a pristine natural environment would be more sensitive to change that a built up industrial area’. ‘Magnitude refers to the nature of the project. For example a large interchange would have a very different impact on landscape character than a localised road widening in the same area’. The combination of sensitivity and magnitude provide the rating of visual impact for a viewpoint. Table 2 sets out the RMS practice note relative visual impact grading values which combine sensitivity and magnitude. Table 2 Proposal visual impact grading matrix
Magnitude
High Moderate Low Negligible
High High impact High-Moderate Moderate Negligible
Moderate High-Moderate Moderate Moderate-Low Negligible
Sensitivity Low Moderate Moderate-Low Low Negligible
Negligible Negligible Negligible Negligible Negligible
The RMS practice note determines that ‘a judgement must be made as to the quality and extent of the design solution in assessing magnitude and impact. Determining a low impact based on the assumption that the very highest quality design outcome would be achieved could be unrealistic and misleading. However it is equally misleading to determine impacts based on the very worst outcomes. A balance must be found but it is usually better to err on the side of caution’. To be in accordance with the RMS practice note, this VIA has erred on the side of caution given that the assessment is based on a concept design that would be further refined during the following stages of the design process.
8.3 Key existing viewpoints
In accordance with the RMS practice note, this VIA has developed a schedule of representative viewpoints which are within a reasonable distance of the Proposal and within the view catchment. The representative viewpoints include residential dwellings, commercial properties, road corridors and pedestrian footpaths. The representative viewpoints are illustrated in Figure 10.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 26 8.4 Visual magnitude
In accordance with the RMS practice note magnitude is ‘the measurement of scale, form and character of a development proposal when compared with the existing condition. In the case of visual assessment this also relates to how far the proposal is from the viewer’. Table 3 identifies: • receiver viewpoints • the approximate distance from the receiver viewpoint to the Proposal • a judgement on comparable scale, form and character between existing and proposed conditions • an assessment of the visual magnitude (erring on the side of caution) for each receiver viewpoint.
8.5 Visual sensitivity
Following selection, the receiver viewpoints have been rated as to their sensitivity to change by the Proposal. The RMS practice note states that ‘visual sensitivity refers to the quality of the existing view and how sensitive the view is to the proposed change. Visual sensitivity is related to the direction of view and the composition of the view’. Table 3 identifies: • receiver viewpoints (R) and receiver types for the Proposal • the view direction and approximate distance to the Proposal for each receiver viewpoint • description of the existing view from each receiver viewpoint • an assessment of the visual sensitivity (erring on the side of caution) for each receiver viewpoint.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 27 Source: Google Earth Pro 2016
R15
Cornelia Road
R1 150m
R14 Portico Parade
R2 100m
Wentworth Avenue R10 R2
50m R11 R13 Cooyong Crescent
R12
Cornelia Road R3 R4 R5 R8 R9 Barangaroo Road Aurelia Street
Toongabbie Road R6
R7
Legend
Commercial or Indicative Proposal extent Rail corridor Open space Figure 10 workplace Receiver locations
Tree cover with screening potential Residential dwelling Road corridor Receiver location TRANSPORT ACCESS PROGRAM
0m 50m Toongabbie Station Upgrade Table 3 Proposal visual sensitivity and magnitude matrix
Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R1 Looking south toward Residential ground and upper storey High The Proposal would form a partially and Low Three storey the Proposal. views are partially indirect, and from indirect visible element within the station development The distance between ground level partially filtered by visual environment. The Proposal would (commercial the receiver viewpoint existing street tree planting alongside introduce constructed elements which, in ground floor with and the Proposal is the eastern boundary of the rail general, complement the scale of existing residential unit between 50 metres corridor. Existing views extend west residential and commercial buildings development and 150 metres. across the rail corridor toward the surrounding the station. The Proposal is above) Toongabbie commercial centre. not expected to create a noticeable deterioration in the existing view.
R2 Looking south to south Residential ground and upper storey High The Proposal would form a visible Low Three storey west toward the views are direct, and extend toward element within the surrounding visual development Proposal. the station precinct and rail environment with indirect views toward (commercial The distance between infrastructure. Existing views from the Proposal works framed by tree ground floor with the receiver viewpoint upper storeys extend west across the planting to the north and south of the residential unit and the Proposal is rail corridor toward the Toongabbie station precinct. The Proposal would development between 50 metres commercial centre. introduce constructed elements which, in above) and 100 metres. general, complement the scale and form of some existing commercial and residential buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 29 Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R3 Looking west toward Residential ground and upper storey High The Proposal would form a visible Low Three storey the Proposal. views are direct, and extend toward element within the surrounding visual development The distance between the station precinct and rail environment with direct views toward the (commercial the receiver viewpoint infrastructure. Existing views from Proposal works framed by tree planting to ground floor with and the Proposal is upper storeys extend west across the the north and south of the station residential unit within and between 50 rail corridor toward the Toongabbie precinct. The Proposal would introduce development metres and 100 commercial centre. constructed elements which, in general, above) metres. complement the scale and form of some existing commercial and residential buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
R4 Looking west toward Ground and first storey views toward High The Proposal would not be a visible Negligible Three storey the Proposal. Toongabbie Station are blocked by element from this receiver viewpoint as development The distance between the two storey residential unit block views are blocked by built development to (commercial the receiver viewpoint (R3) to the west of R4. the west. ground floor with and the Proposal is residential unit between 100 metres development and 150 metres. above)
R5 Looking west toward Ground and first storey views toward High The Proposal would not be a visible Negligible Detached single the Proposal. Toongabbie Station are blocked by element from this receiver viewpoint as storey residential The distance between multi storey residential unit blocks views are blocked by built development to dwelling the receiver viewpoint (R3 and R4) to the west of R5. the west. and the Proposal is around 150 metres.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 30 Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R6 Looking north west Ground and first storey views toward High The Proposal would form a visible Low Detached single toward the Proposal. Toongabbie Station are largely element within the surrounding visual and two storey The distance between screened and filtered by existing tree environment; however views toward the residential the receiver viewpoint planting alongside the rail corridor. Proposal for three of the four dwellings dwellings and the Proposal is would be partially filtered and/or screened between 100 metres by plantings against the rail corridor and and 150 metres. along Wentworth Avenue. The Proposal would introduce constructed elements which, in general, complement the scale and form of some existing commercial and residential buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
R7 Looking north east Ground level and indirect views Moderate The Proposal would form a visible Low Commercial toward the Proposal. toward Toongabbie Station are element within the surrounding visual properties The distance between largely filtered by existing tree environment; however views toward the the receiver viewpoint planting alongside the rail corridor. Proposal would be partially filtered by and the Proposal is planting against the rail corridor and between 50 metres along Toongabbie Road. The Proposal and 100 metres. would introduce constructed elements which, in general, complement the scale and form of some existing commercial and residential buildings beyond the station. The Proposal is not expected to create a noticeable deterioration in the amenity of the existing view and surrounding built environment.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 31 Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R8 Looking east toward Ground level views toward Moderate Views toward the Proposal would be Low Portico Park (public the Proposal. Toongabbie Station from within the partially filtered and screened by mature reserve) The distance between public reserve are partially screened tree planting within the reserve. The the receiver viewpoint and filtered by tree planting and Proposal would generally result in no and the Proposal is structures within the park. discernible deterioration in the existing within and between 50 view. metres and 100 metres.
R9 Looking east toward Ground level and first storey views Moderate The Proposal would not be a visible Negligible Commercial the Proposal. toward Toongabbie Station are element from this receiver viewpoint as properties The distance between largely screened by tree planting views are blocked by tree planting within within the adjoining Portico Park. the Portico Reserve. (Toongabbie Hotel) the receiver viewpoint and the Proposal is between 100 metres and 150 metres.
R10 Looking south east Ground level and upper storey views Moderate The Proposal would introduce Low Commercial toward the Proposal. extend directly toward the station constructed elements which, in general, Moderate properties The distance between across the Portico Parade road complement the scale and form of some the receiver viewpoint corridor. existing commercial and residential and the Proposal is buildings beyond the station. The between 50 metres Proposal is not expected to create a and 100 metres. noticeable deterioration in the amenity of the existing view and surrounding built environment.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 32 Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R11 Looking east toward Ground level and upper storey views Moderate The Proposal would not be a visible Negligible Commercial the Proposal. toward the station are screened by element from this receiver viewpoint as properties The distance between commercial development to the east views are blocked by commercial the receiver viewpoint of R11. buildings east of this receiver location. and the Proposal is between 100 metres and 150 metres.
R12 Looking north and Street level views south toward The Proposal would introduce Low Portico Parade and south toward the Toongabbie Station from the Portico Low constructed elements which, in general, Toongabbie Road Proposal. Parade road corridor extend directly complement the scale and form of some The distance between toward the station precinct. Street existing commercial and residential the receiver viewpoint level views from the Toongabbie buildings beyond the station. The and the Proposal is Road corridor would be partially Proposal is not expected to create a within and between 50 screened and filtered by tree planting noticeable deterioration in the amenity of metres and 150 alongside the rail corridor. the existing view and surrounding built metres. environment.
R13 Looking north and Street level views toward Toongabbie Low The Proposal would introduce Low Wentworth Avenue south toward the Station from the Wentworth Avenue constructed elements which, in general, Proposal. road corridor would extend directly complement the scale and form of some The distance between toward the station precinct, with existing commercial and residential the receiver viewpoint medium distance views south and buildings beyond the station. The and the Proposal is north of the station partially screened Proposal is not expected to create a within and between 50 and filtered by tree planting alongside noticeable deterioration in the amenity of metres and 150 the rail corridor. the existing view and surrounding built metres. environment.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 33 Receiver View direction Existing view description Visual Comparable judgement between Visual viewpoint and distance sensitivity the existing and proposed magnitude grading condition grading (Refer Figure 10)
R14 Looking south toward Indirect ground, second and third High The Proposal would form an indirect Low Three storey the Proposal. storey views toward Toongabbie visual element within the surrounding residential unit The distance between Station from the multi unit residential visual environment; however views building the receiver viewpoint dwelling on Portico Parade are toward the Proposal would be partially and the Proposal is partially screened and/or filtered by filtered by street tree planting. The around 150 metres. street tree planting between the Proposal would introduce constructed dwellings and the rail corridor. elements which, in general, complement the scale and form of existing structures at the station. The Proposal is not expected to create a noticeable deterioration in the existing view.
R15 Looking south toward Indirect street level views toward Low The Proposal would form an indirect Negligible Cornelia Road (rail the Proposal. Toongabbie Station from the Cornelia visible element within the surrounding corridor overpass) The distance between Road overbridge are partially visual environment; however views the receiver viewpoint screened by the anti-throw screens toward the Proposal would be partially and the Proposal is extending across the bridge. obscured by the wire mesh anti throw around 150 metres. screen above the overbridge parapet. The Proposal would introduce constructed elements which, in general, complement the scale and form of existing structures at the station. The Proposal is not expected to create a noticeable deterioration in the existing view.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 34 8.6 Assessment of visual impacts
The RMS practice note stipulates that the impact of the Proposal on each viewpoint be assessed and that the visual impact should be based on a composite of the sensitivity of the view and magnitude of the Proposal in that view. A composite visual impact grading has been determined for each receiver viewpoint by reference to the visual impact grading matrix set out in Table 2. Table 4 identifies: • receiver viewpoints for the Proposal • the visual sensitivity grading for each receiver location • the visual magnitude grading for each receiver location • an assessment of the visual impact (erring on the side of caution) for the Proposal.
Table 4 Proposal visual impact assessment matrix
Receiver Visual sensitivity Visual magnitude Visual impact viewpoint grading grading
(Refer Figure 10)
R1 High Low Moderate Three storey development (commercial ground floor with residential unit development above)
R2 High Low Moderate Three storey development (commercial ground floor with residential unit development above)
R3 High Low Moderate Three storey development (commercial ground floor with residential unit development above)
R4 High Negligible Negligible Three storey development (commercial ground floor with residential unit development above)
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 35 Receiver Visual sensitivity Visual magnitude Visual impact viewpoint grading grading
(Refer Figure 10)
R5 High Negligible Negligible Detached single storey residential dwelling
R6 High Low Moderate Detached single and two storey residential dwellings
R7 Moderate Low Moderate-Low Commercial properties
R8 Moderate Low Moderate-Low Portico Park (public reserve)
R9 Moderate Negligible Negligible Commercial properties (Toongabbie Hotel)
R10 Moderate Low Moderate-Low Commercial properties
R11 Moderate Negligible Negligible Commercial properties
R12 Low Low Low Portico Parade and Toongabbie Road
R13 Low Low Low Wentworth Avenue
R14 High Low Moderate Three storey residential unit building
R15 Low Negligible Low Cornelia Road (rail corridor overpass)
8.7 Summary of visual impact
This VIA has determined that: • Five of the fifteen receiver viewpoints would likely experience a moderate visual impact
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 36 • Three of the fifteen receiver viewpoints would likely experience a moderate low visual impact • Three of the fifteen receiver viewpoints would likely experience a low visual impact • Four of the fifteen receiver viewpoints would likely experience a negligible visual impact. Five of the receiver viewpoints (R1, R2, R3, R6 and R14) have been determined to have an overall moderate impact with regard to the Proposal. The moderate visual impact is a result of views from multi storey medium density dwellings or detached single and two storey dwellings, where the Proposal is not expected to form a substantial element within the station viewshed. Although views toward the Proposal from these dwellings would be proximate and direct, the Proposal would not be out of scale or substantially out of character with existing station structures to be removed or modified as a result of the works. Three of the receiver viewpoints (R7, R8 and R10) have been determined to have an overall moderate-low impact with regard to the Proposal. The moderate-low visual impact is a result of views which are reasonably proximate (within 50 metres to 100 metres) to the Proposal and this proximity results in direct and detailed views toward proposed structures and elements. Whilst there are some existing trees that would filter views, the Proposal would be visible and reasonably prominent within the available viewshed, including views toward key features such as the station lifts and stairs. Three receiver viewpoints (R12, R13 and R15) have been determined to have an overall low visual impact with regard to the Proposal. The low visual impact results from the low visual sensitivity of the receiver viewpoints and low visual magnitude of the Proposal from surrounding road corridors where views are considered to be very short in duration and transitory from moving vehicles. Four of the receiver viewpoints (R4, R5, R9 and R11) have been determined to have an overall negligible visual impact with regard to the Proposal. The negligible visual impact results from the screening and blocking effect of buildings between the receiver viewpoint and the Proposal. Whilst some visible built elements associated with the Proposal would be subject to change including form and colour, during the next stages of design the overall visible scale of the Proposal within the context of the surrounding urban environment would remain relatively unchanged. The majority of surrounding receivers would not be substantially impacted by the Proposal including sensitive residential receivers along Wentworth Avenue and less sensitive receivers within surrounding commercial developments. Pedestrians and motorists travelling along local road corridors, including Portico Parade and Wentworth Avenue, would not experience any major change with regard to the Proposal. Views toward the Proposal would be partially screened by existing mature tree and shrub planting to the north and south of the station. Potential visual impacts would also be limited due to the transitory and relatively short term nature of views from surrounding road corridors.
8.8 Construction activities
Whilst construction activities would tend to be more visible than the operational stage of the Proposal, the construction activities would be temporary and transient in nature. Views toward construction activities would be partially restricted by existing tree cover surrounding the station precinct. Typical construction impacts include: • temporary fencing and hoardings • road barriers and signage
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 37 • scaffolding • temporary site office and amenities.
8.9 Night time lighting
The Proposal would require installation of lighting for operational, safety, security and maintenance purposes. Night lighting would include building and pole mounted directional spot lighting and pole mounted pedestrian lighting as well as lighting for new canopies and the underside of the footbridge. The Proposal would avoid broad area or floodlighting where possible. Light installations would be installed in accordance with the Australian Standard Control of the obtrusive effects of outdoor lighting (AS 4282-1997), and avoid light spill to adjoining road corridors and residential areas. In summary, night time lighting is not anticipated to have an adverse impact.
8.10 Overshadowing
The location of the Proposal in relation to the offset distance to public domain areas, road corridors and residential areas would result in shadows cast by new infrastructure being largely contained within the station precinct boundary. The Proposal is unlikely to create any substantial cumulative shadowing in addition to existing shadowing from mature tree plantings adjoining the station precinct.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 38 9 Photomontages
9.1 Photomontages
The photomontages locations were selected by GBD, in consultation with TfNSW. The photomontages locations are illustrated in Figure 3 and the photomontages are presented in Figure 11, Figure 12 and Figure 13. The photomontage locations were selected from accessible sections of the surrounding road corridors. They represent typical viewpoint locations and illustrate the potential influence of existing tree cover on visibility. The locations include: • Photomontage 1 from Wentworth Avenue • Photomontage 2 from Toongabbie Road • Photomontage 3 from Portico Parade. The photomontages help to demonstrate that some individual built elements associated with the Proposal, such as the lift, pedestrian bridge and canopy/awning structures, would be visually legible as additional structures when compared to the existing view. Whilst the lifts and canopy structures may be regarded as distinct visual elements, their scale and height are considered to be in proportion to the overall Proposal and are unlikely to form dominant skyline features from surrounding receiver locations.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 39 Photomontage from photo location V1 - Proposed view looking south west from Wentworth Avenue Note: The photomontage is indicative only and is subject to detailed design
Figure 11 Photomontage 1 TRANSPORT ACCESS PROGRAM
Toongabbie Station Upgrade Photomontage from Toongabbie Road adjoining railway corridoy - Proposed view looking north west from Toongabbie Road Note: The photomontage is indicative only and is subject to detailed design
Figure 12 Photomontage 2 TRANSPORT ACCESS PROGRAM
Toongabbie Station Upgrade Photomontage from photo location V9 - Proposed view looking south east from Portico Parade Note: The photomontage is indicative only and is subject to detailed design
Figure 13 Photomontage 3 TRANSPORT ACCESS PROGRAM
Toongabbie Station Upgrade 10 Cumulative impact assessment
10.1 Cumulative Impact Assessment
A cumulative visual impact could result from elements of the Proposal being constructed in conjunction with other existing or proposed developments which could be either associated or separate to it. Separate developments could occur or be located within a local context where visibility is dependent on a journey between each site or within the Proposal viewshed. The Proposal would be located within the visual envelope of the existing station which contains rail infrastructure, station buildings and associated utility infrastructure. Constructed elements associated with the Proposal would be similar in scale, line and form to existing infrastructure within the existing station precinct. The potential for an associated cumulative impact between the Proposal and existing infrastructure would be minimised by the visual relationship between the proposed and existing works, with the Proposal forming an enhancement and extension to existing infrastructure rather than being viewed and recognised as a standalone development. The Proposal is considered to have limited potential to increase the significance of cumulative visual impact with regard to existing large scale visual elements located beyond Toongabbie Station. This is largely due to visual screening surrounding the Proposal for the majority of receiver locations and the location of proposed constructed elements relative to existing infrastructure.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 43 11 Mitigation measures
11.1 Mitigation measures
Mitigation measures should be considered to minimise the level of residual visual impacts during construction and operation. The mitigation measures generally involve reducing the extent of visual contrast between the visible portions of the Proposal structures and the surrounding landscape, and/or screening direct views toward the Proposal where possible.
11.2 Detail design
Mitigation measures during the detail design process should consider: • further refinement in the design of the lift and canopy structures to articulate and form profiles which may assist in the mitigation of bulk and height • a review of materials and colour finishes for selected components including the use of non-reflective finishes to surfaces and roof structures.
11.3 Construction
Mitigation measures during the construction period should consider: • installation of screen hoarding and/or shade cloth screens • minimise tree removal • avoidance of temporary light spill beyond the construction site where temporary lighting is required • rehabilitation of disturbed areas • removal of graffiti in accordance with TfNSW standard requirements • protection of mature and heritage listed trees • traffic management and parking arrangements including potential for cars to park along residential streets due to reduced number of spaces close to the station due to construction activities.
11.4 Operation
Mitigation measures during the operational period should consider: • light installation to be designed and placed in accordance with AS 4282-1997, to minimise obtrusive effects for surrounding receivers • ongoing maintenance and repair of constructed elements • replacement of damaged or missing constructed elements • long term maintenance (and replacement as necessary) of tree planting within the station precinct to maintain visual filtering and screening of external views.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 44 12 Conclusion
12.1 Summary
The Proposal would introduce a range of constructed elements into the existing visual environment including key visual features such as lift structures, footbridge, steps, and canopies. The Proposal is unlikely to result in a substantial impact on the sensitivity of existing views as key Proposal infrastructure, including the lifts and pedestrian footbridge, would not be inconsistent with the scale of some existing multi storey residential and commercial buildings within the Toongabbie shopping centre. The Proposal would also introduce visual elements commonly associated with other stations in the metropolitan area. The Proposals key features would not be unexpected or considered not associated with a contemporary station development. The Proposal would be more prominent and clearly defined than the existing station. This would help delineate the transport mode and to assist with wayfinding. The urban character which surrounds the station results in a relatively high VAC. The high VAC would tend to absorb changes to the visual environment associated with the upgrade works. Whilst more visually prominent than the existing station, the Proposal is intended to integrate with the existing streetscapes within the Toongabbie urban centre. The Proposal is considered to have an overall low impact upon the existing urban character. This VIA determined that the Proposal would have a low visual impact on the majority of people living/working in or travelling through the urban landscape surrounding Toongabbie Station. The consideration and application of mitigation measures outlined in this VIA would assist to minimise the potential visual impact of the Proposal.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 45 References
Guidelines for Landscape and Visual Impact Assessment Landscape Institute and Institute of Environmental Management & Assessment (3rd Edition), 2013 Environmental Impact Assessment Practice Note, Guideline for Landscape Character and Visual Impact Assessment EIA-N04 Roads and Maritime Services, March 2013 Toongabbie Station Precinct Accessibility and Commuter Car Park Upgrade AECOM, March 2015
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 46 Limitations
GBD has prepared this report in accordance with the usual care and thoroughness of the consulting profession for the use of Transport for NSW and authorised third parties. It is based on generally accepted practices and standards at the time it was prepared. No other warranty, expressed or implied, is made as to the professional advice included in this report. It is prepared in accordance with the scope of work and for the purpose outlined in the GBD Proposal dated 26 September 2015. The methodology adopted and sources of information used are outlined in this report. GBD has made no independent verification of this information beyond the agreed scope of works and GBD assumes no responsibility for any inaccuracies or omissions. No indications were found during our investigations that information contained in this report as provided to GBD was false. This report was prepared between March and April 2016 and is based on the conditions encountered and information reviewed at the time of preparation. GBD disclaims responsibility for any changes that may have occurred after this time. This report should be read in full. No responsibility is accepted for use of any part of this report in any other context or for any other purpose or by third parties. This report does not purport to give legal advice. Legal advice can only be given by qualified legal practitioners. © Green Bean Design 2016. This report is subject to copyright. Other than for the purposes and subject to conditions prescribed under the Copyright Act, or unless authorised by GBD in writing, no part of it may, in any form nor by any means (electronic, mechanical, micro copying, photocopying, recording or otherwise), be reproduced, stored in a retrieval system or transmitted without prior written permission. Inquiries should be addressed to GBD in writing.
Toongabbie Station Upgrade, Visual Impact Assessment V4 – April 2016 47 Appendix E Noise assessment
E.1 Acoustic terms
Term Description
Ambient noise The all-encompassing noise associated within a given environment. It is the composite of sounds from many sources, both near and far.
Background noise The underlying level of noise present in the ambient noise, excluding the noise source under investigation, when extraneous noise is removed. This is described using the LA90 descriptor.
dB Decibel is the unit used for expressing the sound pressure level (SPL) or power level (SWL) in acoustics. dBA Decibel expressed with the frequency weighting filter used to measure ‘A-weighted’ sound pressure levels, which conforms approximately to the human ear response, as our hearing is less sensitive at low and high frequencies.
LA90(period) The A-weighted sound pressure level that is exceeded for 90% of the time over which a given sound is measured. This is considered to represent the background noise e.g. LA90(15 min).
LAeq(period) Equivalent sound pressure level: the steady sound level that, over a specified period of time, would produce the same energy equivalence as the fluctuating sound level actually occurring.
LAmax(period) The maximum sound pressure level over a specified period of time. Mitigation Reduction in severity. OOHW Out of hours work as defined in the Construction Noise Strategy (TfNSW 2012) Noise sensitive An area or place potentially affected by noise which includes: receiver a residential dwelling an educational institution, library, childcare centre or kindergarten a hospital, surgery or other medical institution an active (e.g. sports field, golf course) or passive (e.g. national park) recreational area commercial or industrial premises a place of worship. Rating The overall single-figure background level representing each assessment period Background Level (day/evening/night) over the whole monitoring period. This is the level used for assessment purposes. Tonality Noise containing a prominent frequency or frequencies characterised by definite pitch.
Vrms The vibration velocity presented as a root mean square value. Vibration The variation of the magnitude of a quantity which is descriptive of the motion or position of a mechanical system, when the magnitude is alternately greater and smaller than some average value or reference. Vibration can be measured in terms of its displacement, velocity or acceleration. The common units for velocity are millimetres per second (mm/s). VDV Vibration dose value - As defined in BS6472 – 1992, VDV is given by the fourth root of the integral of the fourth power of the frequency weighted acceleration.
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E.2 Background monitoring methodology Noise monitoring was undertaken using a calibrated Rion NL-52 environmental noise logger at 8 Ancona Avenue (shown in Figure 18). The instrument was programmed to accumulate environmental noise data continuously over sampling periods of 15 minutes for the entire monitoring period. Sensitive receivers are listed in Table E-1. The noise monitoring location equipment details are summarised in Table E-2.
Table E-1 Representative sensitive receiver locations Receiver ID Receiver address Receiver type
R1 499 Wentworth Avenue Residential
R2 485 Wentworth Avenue Residential
R3 465-483 Wentworth Avenue Residential
R4 547 Wentworth Avenue Residential
R5 5 Barangaroo Road Residential
R6 15 Barangaroo Road Educational institute
R7 21A Barangaroo Road Residential
R8 28 Barangaroo Road Residential
R9 18 Barangaroo Road Residential
R10 10A Barangaroo Road Residential
R11 6 Barangaroo Road Residential
R12 6 Ancona Avenue Residential
R13 14 Ancona Avenue Residential
R14 9 Ancona Avenue Residential
R15 3 Ancona Avenue Residential
R16 17 Cooyong Avenue Residential
R17 11 Cooyong Avenue Residential
R18 18 Cooyong Avenue Residential
R19 26 Cooyong Avenue Residential
R20 32 Cooyong Avenue Residential
R21 503-507 Wentworth Avenue Residential
R22 509-511 Wentworth Avenue Residential
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Receiver ID Receiver address Receiver type
R23 517-521 Wentworth Avenue Residential
R24 531 Wentworth Avenue Residential
R25 16A Wentworth Avenue Residential
R26 8 Wentworth Avenue Residential
R27 2 Cornelia Road Residential
R28 2 Cornelia Road Residential
R29 12 Station Road Active recreation
R30 27 Portico Parade Commercial
R31 21 Portico Parade Commercial
R32 13 Portico Parade Commercial
R33 Portico Park Passive recreation
R34 7B Toongabbie Road Commercial
R35 12-16 Toongabbie Road Medical facility
R36 249 Targo Road Residential
R37 236-238 Targo Road Places of worship
R38 244 Targo Road Community centre
R39 26 Toongabbie Road Residential
R40 11A Toongabbie Road Residential
R41 27 Toongabbie Road Residential
R42 35 Toongabbie Road Residential
R43 78 Aurelia Street Residential
R44 62-64 Aurelia Street Residential
R45 48 Aurelia Street Commercial
R46 30 Aurelia Street Commercial
R47 5-9 Aurelia Street Commercial
R48 20 Aurelia Street Commercial
R49 30 Aurelia Street Places of worship
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 133
Receiver ID Receiver address Receiver type
R50 41 Aurelia Street Residential
R51 49 Aurelia Street Residential
R52 18 Junia Avenue Residential
R53 14 Junia Avenue Residential
R54 11 Junia Avenue Residential
R55 Portico Plaza Shopping Centre Commercial
R56 5-7 Cornelia Road Commercial
R57 2 Junia Avenue Residential Prior to deployment, a calibration check was performed on the noise monitoring equipment using a sound level calibrator with a sound pressure level of 94 dB(A) at 1kHz. At completion of the measurements, the meter’s calibration was re-checked to ensure the sensitivity of the noise monitoring equipment had not varied. The noise loggers were found to be within the acceptable tolerance of ± 0.5 dB(A). The data collected by the loggers was downloaded and analysed, and any invalid data was removed. Invalid data generally refers to periods of time where average wind speeds were greater than 5 m/s, or when rainfall occurred. Meteorological data for the monitoring period was sourced from the nearest Bureau of Meteorology Weather Station to the site, at Sydney Olympic Park – station number 066212, located approximately 11 kilometres south-east of the Proposal Site.
Table E-2 Noise monitoring locations and equipment details
Location Equipment Equipment settings Site photo details
8 Ancona Rion NL-52 A-weighted Avenue Type 1 Fast tune response (rear yard) SN: 131629 15 minute intervals
Calibrated to SPL of 94 dB(A) at 1 kHz
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E.3 Noise monitoring charts
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E.4 Compliance Criteria Construction noise criteria Construction noise management levels The Interim Construction Noise Guidelines (EPA, 2009) (ICNG) outlines standard hours for construction activities as Monday to Friday: 7 am to 6 pm, Saturday: 8 am to 1 pm and no work on Sundays or public holidays. The ICNG acknowledges that the following activities have justification to be undertaken outside the recommended standard construction hours assuming that all reasonable and feasible mitigation measures are implemented to minimise the impacts to the surrounding sensitive land uses:
the delivery of oversized plant or structures that police or other authorities determine to require special arrangements to transport along public roads emergency work to avoid the loss of life or damage to property, or to prevent environmental harm works where a proponent demonstrates and justifies a need to operate outside the recommended standard construction hours works which maintain noise levels at receivers to below the noise management levels outside of the recommended standard construction hours. The Construction Noise Strategy (TfNSW, 2012) separates out of hours works (OOHW) into two periods:
OOHW Period 1: Monday to Friday 6 pm to 10 pm, Saturday 7 am to 8 am and 1 pm to 10 pm and Sunday/Public Holidays 8 am to 6 pm. OOHW Period 2: Monday to Friday 10 pm to 7 pm, Saturday 10 pm to 8 am and Sunday/Public Holidays 6 pm to 7 am.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 139
It is anticipated that some construction activities would be required to be undertaken during OOHW Period 1 and OOHW Period 2. These would be classified as works “where a proponent demonstrates and justifies a need to operate outside the recommended standard construction hours” due to the busy nature of the railway station. Table E-3 and Table E-4 detail the ICNG construction noise management levels at sensitive land uses and residences near the proposal, respectively, where:
The noise affected noise management level represents the point above which there may be some community reaction to noise. Where the predicted or measured LAeq(15min) is greater than the noise affected level, the proponent should apply all feasible and reasonable work practices to meet the noise affected level. The proponent should also inform all potentially impacted residents of the nature of works to be carried out, the expected noise levels and duration, as well as contact details. The highly noise affected level represents the point above which there may be strong community reaction to noise. Where noise is above this level, the relevant authority (consent, determining or regulatory) may require respite periods by restricting the hours that the very noisy activities can occur, taking into account: o times identified by the community when they are less sensitive to noise (such as before and after school for works near schools, or mid-morning or mid- afternoon for works near residences o if the community is prepared to accept a longer period of construction in exchange for restrictions on construction times. 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 5 dB(A) above the noise affected level, the proponent should negotiate with the community. For transient receivers, the external noise level of 75 dB(A) could be considered acceptable as the receiver would be exposed to the noise source for a short duration.
Table E-3 Construction noise management levels at residences
Time of day Management level
LAeq(15min)
Recommended standard hours: Noise affected
Monday to Friday 7 am to 6 pm Rating background level plus 10 dB(A)
Saturday 8 am to 1 pm Highly noise affected No work on Sundays or public holidays 75 dB(A)
Outside recommended standard hours Noise affected Rating background level plus 5 dB(A)
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Table E-4 Construction noise management levels at sensitive land uses
Land use Management level, LAeq(15min) (when in use) Industrial premises External noise level 75 dB(A) Offices and retail outlets External noise level 70 dB(A) Classrooms at schools and educational institutes Internal noise level 45 dB(A) Health buildings1 Internal noise level 45 to 50 dB(A)
Note 1: Based on AS2107:2000 maximum internal levels for waiting rooms, reception areas and consulting rooms. Sleep disturbance during construction The ICNG states that where construction works are planned to extend over more than two consecutive nights, the noise impact assessment should include maximum noise levels and the extent and number of times the maximum exceeds the rating background levels.
The INP application notes regarding sleep disturbance recommend that where the LA1(1min) or LAmax exceeds the LA90(15min) by more than 15 dB(A) outside the bedroom window, a more detailed analysis is required. The ICNG also refers to the Environmental Criteria for Road Traffic Noise (EPA, 1999) for more guidance on sleep disturbance from maximum noise level events. This guideline has since been superseded by the Road Noise Policy (EPA, 2011). Both guidelines provide a discussion on research into the effects of maximum noise events on sleep disturbance. The results of this research is aimed at limiting the level of sleep disturbance due to environmental noise and concludes that the LAmax or LA1(1min) level of any noise should not exceed the ambient LA90(15min) noise level by more than 15 dB(A). This guideline takes into account the emergence of noise events, but does not directly limit the number of such events or their highest level, which are also found to affect sleep disturbance.
The Road Noise Policy provides further guidance, which indicates that: maximum internal noise levels below 50–55 dB(A) are unlikely to cause awakening reactions one or two noise events per night with maximum internal noise levels of 65–70 dB(A) are not likely to significantly affect health and wellbeing. For this assessment the background level plus 15 dB(A) has been used as a screening level assessment of sleep disturbance which is consistent with the Industrial Noise Policy. Construction road traffic noise The Road Noise Policy provides traffic noise target levels for residential receivers in the vicinity of existing roads (see Table E-5). These levels are applied to construction works to identify potential impacts as a result of noise produced by construction traffic and the potential for reasonable and feasible mitigation measures to be applied. The application notes4 for the Road Noise Policy state that “for existing residences and other sensitive land uses affected by additional traffic on existing roads generated by land use
4http://www.environment.nsw.gov.au/noise/roadnoiseappnotes.htm 12 December 2012
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 141 developments, any increase in the total traffic noise level as a result of the development should be limited to 2 dB above that of the noise level without the development. This limit applies wherever the noise level without the development is within 2 dB of, or exceeds, the relevant day or night noise assessment criterion.” If road traffic noise increases as a result of construction work lies within 2 dB(A) of current levels, then the objectives of the Road Noise Policy are met and no specific mitigation measures would be required.
Table E-5 Construction traffic noise criteria, LAeq(period), dB(A)
Type of development Day Night 7 am to 10 pm 10 pm to 7 am
Existing residence affected by additional traffic on 60 Leq(15hr) 55 Leq(9hr) arterial roads generated by land use developments
Existing residence affected by additional traffic on 55 Leq(1hr) 50 Leq(1hr) local roads generated by land use developments School classrooms Internal noise level -
40 LAeq(1hr) dB(A)
(When in use) Places of worship Internal noise level Internal noise level
40 LAeq(1hr) dB(A) 40 LAeq(1hr) dB(A)
(when in use) (when in use) Open space (active use) External noise level -
60 LAeq(15hr) dB(A)
(when in use) Open space (passive use) External noise level -
55 LAeq(15hr) dB(A)
(when in use)
Construction vibration criteria Human comfort Vibration has been assessed based on the criteria in Assessing Vibration: a technical guideline. British Standard (BS) 6472 – 1992, Guide to Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz) is recognised by the guideline as the preferred standard for assessing the ‘human comfort criteria’. Typically, construction activities generate ground vibration of an intermittent nature. Intermittent vibration is assessed using the vibration dose value. Acceptable values of vibration dose are presented in Table E-6 for sensitive receivers. Whilst the assessment of response to vibration in BS 6472-1:1992 is based on vibration dose value and weighted acceleration, for construction related vibration, it is considered more appropriate to provide guidance in terms of a peak value, since this parameter is likely to be more routinely measured based on the more usual concern over potential building damage. Humans are capable of detecting vibration at levels well below those causing risk of damage to a building. The degrees of perception for humans are suggested by the vibration level categories given in BS 5228.2 – 2009, Code of Practice Part 2 Vibration for noise and vibration on construction and open sites – Part 2: Vibration, as shown below in Table D-7.
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Table E-6 Human comfort intermittent vibration limits (BS 6472-1992)
Receiver type Period1 Intermittent vibration dose value (m/s1.75)
Preferred value Maximum value
Day 0.2 0.4 Residential Night 0.13 0.26 Educational institutes When in use 0.4 0.8
Note 1: Day is between 7 am and 10 pm and night is between 10 pm and 7 am Table E-7 Guidance on effects of vibration levels for human comfort (BS 5228.2 – 2009)
Vibration level Effect
0.14 mm/s Vibration might be just perceptible in the most sensitive situations for most vibration frequencies associated with construction. 0.3 mm/s Vibration might be just perceptible in residential environments. 1.0 mm/s It is likely that vibration at this level in residential environments would cause complaints, but can be tolerated if prior warning and explanation has been given to residents. 10 mm/s Vibration is likely to be intolerable for any more than a very brief exposure. Structural damage Currently, there are no Australian Standards that sets criteria for the assessment of building damage caused by vibration. Guidance of limiting vibration values is attained from reference to German Standard DIN 4150-3: 1999 Structural Vibration – Part 3: Effects of vibration on structures (refer to Table E-8). Table E-8 Guideline values for short term vibration on structures
Guideline values for Type of structure velocity, (mm/s)
10 Hz 1 Hz to 10 50 Hz to to 50 Hz 100 Hz1 Hz
Buildings used for commercial purposes, industrial buildings, 20 20 to 40 40 to 50 and buildings of similar design.
Dwellings and buildings of similar design and/or occupancy. 5 5 to 15 15 to 20
Structures that, because of their particular sensitivity to vibration, cannot be classified under lines 1 and 2 and are of 3 3 to 8 8 to 10 great intrinsic value (for example heritage listed buildings).
Note 1: At frequencies above 100 Hz the values given in this column may be used as minimum values. The Construction Noise Strategy (TfNSW, 2012) refers to BS 7385 part 2 – 1993 Evaluation and measurement for vibration in buildings for guidance on safe working distances for cosmetic damage. Operational noise criteria The Industrial Noise Policy (EPA, 2000) (INP) provides guidance on the assessment of operational noise impacts. The guidelines include both intrusive and amenity criteria that are
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 143 designed to protect receivers from noise significantly louder than the background level and to limit the total noise level from all sources near a receiver. The intrusive noise criteria controls the relative audibility of operational noise compared to the background level at residential receivers. The intrusive criteria are determined by a 5 dB(A) addition to the measured (or adopted) background level with a minimum of 35 dB(A). The INP recommends that the intrusive noise criteria for the evening period should not exceed the daytime period and the night-time period should not exceed the evening period. The intrusive noise criteria are only applicable to residential receivers. The amenity criteria limits the total level of extraneous noise for all receiver types. The amenity criteria are determined based on the overall acoustic characteristics of the receiver area, the receiver type and the existing level of noise from commercial or industry in the area. Amenity criteria are also provided for residential receiver areas and other sensitive land uses such as schools, hospitals, places of worship and recreational areas. Both the intrusive and amenity criteria are calculated and, in the case of continuous noise sources, the lower of the two in each time period (day, evening and night) normally apply.
E.5 Construction noise and vibration modelling methodology Noise modelling was undertaken using SoundPlan (v7.4). SoundPlan is a computer program for the calculation, assessment and prognosis of noise exposure. SoundPlan calculates environmental noise propagation according to ISO 9613-2 ‘Acoustics – Attenuation of sound during propagation outdoors’. The following noise modelling assumptions were made: surrounding land was modelled assuming a mixture of hard and soft ground with a ground absorption coefficient of 0.5 atmospheric absorption was based on an average temperature of 10 °C and an average humidity of 70% atmospheric propagation conditions were modelled with noise enhancing wind conditions for noise propagation (downwind conditions) or equivalently a well- developed moderate ground based temperature inversions modelled scenarios take into account the shielding effect from surrounding buildings and structures on and adjacent to the site. Attenuation from built up areas was included away from the site noise sources were modelled assuming noise propagation in the 500 Hz octave band frequency as per ISO 9613-2 noise sources for each scenario are in some cases modelled at different locations. As such the noise modelling assesses the noise source at multiple locations and takes the maximum LAeq received noise level besides the generators it is assumed that each item of equipment would operate simultaneously on average for 20% of the time during each 15 minute period. Construction equipment sound power levels used for modelling are provided in Table E-9. Typical vibration velocity levels for construction equipment are provided in Table E-10. The equipment used to model each construction scenario is summarised in Table E-11.
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Table E-9 Construction equipment noise levels
Adopted sound Equipment Data source power level, dBA
Asphalt paver 108 AS2436 – 2010
Bobcat 107 AS2436 – 2010
Chainsaw 105 Based on a 2.5 kW chainsaw
Concrete pump and truck 108 AS2436 – 2010
Coring machine 113 AS2436 – 2010 based on hydraulic drill
Crane (mobile) 104 AS2436 – 2010
Demolition saw1 117+5 AS2436 – 2010 based on concrete saw
Excavator 107 AS2436 – 2010
Excavator (with auger) 111 AS2436 – 2010 based on bored piling
Excavator (small) 100 AS2436 – 2010
Franna crane 104 AS2436 – 2010 based on a mobile crane
Generator with acoustic enclosure 89 AS2436 – 2010 with acoustic enclosure
Grinder 102 AS2436 – 2010 based on hand tools (electric)
Hand tools (electric) 102 AS2436 – 2010
Jack hammer 126 AS2436 – 2010
Lighting tower 70 Based on Lighting tower specification sheet
Manitou 106 AS2436 – 2010 based on forklift Noise emissions and exposure from mobile Mulcher 115 woodchippers (HSE, 2008)
AS2436 – 2010 based on hand tools Nail gun 116 (pneumatic)
Piling rig 111 AS2436 – 2010 based on bored piling
Roller (vibratory)1 108+5 AS2436 – based on a cherry picker
Scissor lift 105 AS2436 – 2010
Trucks (>20 tonne) 107 AS2436 – 2010
Wacker packer 113 Based on Wacker technical data sheet
Note 1: The ICNG considers some activities to be particularly annoying to residents, such as jackhammering, concrete sawing, rock breaking, compacting and vibratory rolling. Hence, a +5 dBA modifying factor adjustment has been applied.
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Table E-10 Typical construction equipment vibration levels
Item Peak particle velocity Data source
Vibratory roller (7-13 tonne) 7 to 8 mm/s at 10 m Calculated based on Construction Noise Strategy
Vibratory roller (4-6 tonne) 5 to 6 mm/s at 10 m Calculated based on Construction Noise Strategy
Vibratory roller (2-4 tonne) 2 to 4 mm/s at 10 m Calculated based on Construction Noise Strategy
Vibratory roller (1-2 tonne) 1 to 3 mm/s at 10 m Calculated based on Construction Noise Strategy
Wacker compactor 1 to 3 mm/s at 10 m No source data available however assumed similar to a small roller
Pavement or rock breaking 1 mm/s at 10 m Calculated based on Construction using a hydraulic hammer Noise Strategy (300 kg hydraulic hammer)
Jackhammer 0.5 mm/s at 10 m Environmental Noise Management Manual (RTA, 2001)
Piling (bored) 0.5 mm/s at 10 m Calculated based on Construction Noise Strategy
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Table E-11 Indicative construction activity summary
Scenario Construction activity Timing Equipment
S1 Establish site compound (erect fencing, tree protection zones, site offices, amenities and Standard hours Trucks, Generator with acoustic plant/material storage areas etc.) Out of hours: enclosure, Bobcat, Hand tools (electric), Periods 1 and 2 Mulcher, Chainsaw, Excavator Establish temporary station entrance, footbridge and access path
Remove vegetation to allow for construction of access stairs
Services relocation
Overhead wiring adjustment works
S2 Remove existing structures including pedestrian ramps Standard hours Trucks, Mobile crane, Demolition saw, Generator with acoustic enclosure, Jack Remove existing retail space Out of hours: hammer, Excavator, Excavator (with Periods 1 and 2 Widen existing footbridge and construct new stairs auger), Grinder, Bobcat, Concrete pump
Structural repair of footbridge columns as required and truck, Piling rig, Franna crane, Manitou, Scissor lift, Hand tools (electric), Construct: Lighting tower, Hirail passenger information and ticketing facilities on the footbridge family accessible toilet facilities staff room footings for pedestrian bridge lift shafts canopies, balustrades and mesh anti-throw screens lifts (shaft and lift base) Install lifts (fit out)
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Scenario Construction activity Timing Equipment
S3 Install platform drainage Standard hours Trucks, Bobcat, Jack hammer, Out of hours: Excavator, Grinder, Generator, Hirail, Platform re-grading and resurfacing including the installation of facilities Periods 1 and 2 Wacker packer, Hand tools (electric), Nail Construct new service window, staff room, amenities, family accessible toilets, switch room gun and communications room at platform buildings
Construct platform canopies
Install fixtures, lighting, Public Announcement system, CCTV cameras for affected areas
S4 Relocate existing pedestrian crossing on Portico Parade Standard hours Trucks, Mini excavator, Demolition saw, Jack hammer, Excavator, Concrete pump Provide new kerbs and paving to Portico Parade and Wentworth Avenue and truck, Asphalt plant and equipment, Relocate bus stop on Portico Parade and construction of new bus shelters Vibratory roller, Hand tools (electric) Reconfigure section of Portico Parade for kiss and ride and accessible parking
Reconfigure section of Wentworth Avenue for kiss and ride, night ride bus stop and accessible parking
Installation of new rail corridor fencing
S5 Install of new bicycle racks on both sides of the station Standard hours Trucks, Mini excavator, Coring machine, Hand tools (electric) Install of wayfinding signage
Electrical and power supply upgrade works
Upgrade or installation of new station services and systems
Replanting and landscaping along Wentworth Avenue
Mechanical fit out/electrical fit out and drainage works
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Scenario Construction activity Timing Equipment
S6 Various activities to test and commission relocated high voltage (HV), station low voltage (LV) Standard hours Hand tools (electric) power supply, lifts, lighting, new/modifications to station services, ticketing systems and
communication and security systems
S7 Remove of booking office Standard hours Trucks, Hand tools (electric)
Remove temporary compound and office
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E.6 Construction noise predictions Table E-12 and Table E-13 outline construction noise levels during standard construction hours and outside of standard construction hours at modelled sensitive receivers for each construction scenario. The cells have been shaded (as per the key) where the noise management levels for each time period are exceeded. Impacts to sensitive receivers have the potential to occur where sensitive receivers experience noise higher than the relevant construction noise management level.
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Table E-12 Predicted construction noise levels during standard construction hours, dBA
Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R1 Residential GF 58 72 71 79 55 39 46 R1 Residential F 1 58 73 72 81 56 39 47 R1 Residential F 2 59 74 73 81 57 40 47 R1 Residential F 3 60 75 73 81 57 40 47 R2 Residential GF 66 88 79 89 61 43 51 R2 Residential F 1 67 88 82 89 62 44 52 R3 Residential GF 76 85 82 84 69 57 67 R3 Residential F 1 76 86 84 85 71 59 67 R3 Residential F 2 75 86 85 85 71 59 67 R4 Residential GF 50 63 62 64 48 35 41 R5 Residential GF 61 73 73 76 59 47 53 R5 Residential F 1 61 74 74 78 60 48 54
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours Educational R6 GF 52 66 65 67 52 39 43 institute R7 Residential GF 44 58 57 59 44 31 37 R8 Residential GF 35 53 56 58 38 25 32 R9 Residential GF 39 57 60 61 41 29 35 R10 Residential GF 41 57 63 65 41 29 36 R11 Residential GF 46 62 61 65 43 32 37 R12 Residential GF 49 59 61 64 38 23 29 R13 Residential GF 39 53 53 55 32 17 23 R14 Residential GF 43 55 54 55 38 23 29 R15 Residential GF 43 55 55 60 40 25 30 R16 Residential GF 42 55 55 55 42 25 30 R17 Residential GF 42 53 52 53 40 24 29 R18 Residential GF 37 47 47 47 32 19 25 R19 Residential GF 38 53 48 49 39 22 29
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R20 Residential GF 36 47 47 47 34 22 27 R21 Residential GF 42 55 55 64 38 21 30 R21 Residential F 1 46 58 58 65 41 25 34 R21 Residential F 2 54 63 62 66 49 32 39 R21 Residential F 3 57 67 67 69 52 36 44 R22 Residential GF 47 60 59 63 43 31 37 R22 Residential F 1 48 60 59 64 44 31 38 R22 Residential F 2 48 60 59 64 45 32 38 R23 Residential GF 32 43 43 59 29 14 20 R23 Residential F 1 32 43 43 59 29 14 20 R23 Residential F 2 35 46 46 59 31 16 22 R24 Residential GF 35 46 45 46 25 11 19 R24 Residential F 1 39 50 48 50 29 14 22 R25 Residential GF 37 48 48 60 32 17 23
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R25 Residential F 1 38 49 50 60 35 19 25 R26 Residential GF 46 60 56 62 35 20 27 R27 Residential GF 51 63 63 63 49 33 40 R27 Residential F 1 53 65 65 66 50 35 41 R27 Residential F 2 54 66 65 67 51 35 42 R27 Residential F 3 54 66 65 68 51 35 42 R27 Residential F 4 54 67 66 68 51 35 42 R28 Residential GF 52 63 63 66 43 27 39 R28 Residential F 1 53 63 64 67 46 32 40 R28 Residential F 2 53 64 65 67 47 34 40 R28 Residential F 3 53 64 65 67 48 34 41 R28 Residential F 4 53 65 65 68 48 35 41 R29 Active recreation GF 38 49 48 49 30 16 22 R30 Commercial GF 55 67 65 70 52 36 42
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R30 Commercial F 1 55 68 66 71 52 36 42 R31 Commercial GF 65 86 79 87 61 44 49 R32 Commercial GF 75 88 81 89 66 47 55 R32 Commercial F 1 74 88 83 89 68 48 56 R33 Passive recreation GF 68 79 78 78 64 52 59 R34 Commercial GF 61 74 74 76 59 47 53 R35 Medical facility GF 55 67 67 67 53 41 46 R35 Medical facility F 1 55 68 67 68 53 41 46 R35 Medical facility F 2 56 68 67 68 53 42 46 R36 Residential GF 34 48 47 57 34 22 26 R36 Residential F 1 37 50 49 60 36 24 28 R36 Residential F 2 42 55 55 60 40 28 33 R37 Place of worship GF 47 60 60 58 46 34 38 R38 Community centre GF 49 62 59 59 48 36 41
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R39 Residential GF 48 60 56 59 45 33 39 R40 Residential GF 51 63 61 62 49 34 39 R40 Residential F 1 53 65 64 64 51 39 43 R41 Residential GF 46 58 57 56 45 33 34 R42 Residential GF 47 59 56 55 45 33 37 R43 Residential GF 44 55 54 55 33 20 26 R43 Residential F 1 46 58 56 58 43 29 36 R44 Residential GF 39 51 50 52 35 22 27 R45 Commercial GF 53 64 63 64 49 31 35 R45 Commercial F 1 53 64 63 64 49 33 38 R46 Commercial GF 55 67 67 66 49 36 33 R46 Commercial F 1 56 68 67 67 51 37 38 R47 Commercial GF 63 74 74 74 60 45 52 R47 Commercial F 1 64 75 75 75 61 46 52
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R48 Commercial GF 55 66 66 65 52 35 37 R48 Commercial F 1 55 66 66 66 52 36 39 R48 Commercial F 2 56 67 66 66 52 37 43 R49 Place of worship GF 44 58 54 54 44 29 35 R50 Residential GF 47 60 60 54 44 29 35 R51 Residential GF 47 58 58 55 44 29 35 R52 Residential GF 43 57 53 54 42 28 34 R53 Residential GF 41 54 51 51 40 26 32 R54 Residential GF 36 47 47 47 33 20 26 R55 Commercial GF 55 66 66 63 52 38 44 R55 Commercial F 1 55 66 66 63 52 39 44 R55 Commercial F 2 56 67 67 64 53 39 44 R56 Commercial GF 50 61 61 60 48 35 39 R56 Commercial F 1 51 64 62 62 50 37 41
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Exceedance to noise management level cell shading key 75 dBA highly noise affected level 70 dBA for commercial receivers1 65 dBA for active recreation receivers2 60 dBA for passive recreation receivers2 55 dBA for classrooms, medical facilities, places of worship and community centres2 47 dBA during standard construction hours R57 Residential GF 46 61 61 63 47 31 37 R57 Residential F 1 49 63 64 65 49 34 40
Note 1: 70 dBA external noise management level applies to commercial receivers R30-R32, R34, R45-R48, R55, R56 when in use. Note 2: External noise management level applies to recreation receivers, classrooms, medical facilities, places of worships and community centres only when in use.
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Table E-13 Predicted construction noise levels outside of construction hours, dBA
Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R1 Residential GF 58 72 71 n/a n/a n/a n/a R1 Residential F 1 58 73 72 n/a n/a n/a n/a R1 Residential F 2 59 74 73 n/a n/a n/a n/a R1 Residential F 3 60 75 73 n/a n/a n/a n/a R2 Residential GF 66 88 79 n/a n/a n/a n/a R2 Residential F 1 67 88 82 n/a n/a n/a n/a R3 Residential GF 76 85 82 n/a n/a n/a n/a R3 Residential F 1 76 86 84 n/a n/a n/a n/a R3 Residential F 2 75 86 85 n/a n/a n/a n/a R4 Residential GF 50 63 62 n/a n/a n/a n/a R5 Residential GF 61 73 73 n/a n/a n/a n/a R5 Residential F 1 61 74 74 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 Educational n/a n/a n/a n/a R6 GF 52 66 65 institute R7 Residential GF 44 58 57 n/a n/a n/a n/a R8 Residential GF 35 53 56 n/a n/a n/a n/a R9 Residential GF 39 57 60 n/a n/a n/a n/a R10 Residential GF 41 57 63 n/a n/a n/a n/a R11 Residential GF 46 62 61 n/a n/a n/a n/a R12 Residential GF 49 59 61 n/a n/a n/a n/a R13 Residential GF 39 53 53 n/a n/a n/a n/a R14 Residential GF 43 55 54 n/a n/a n/a n/a R15 Residential GF 43 55 55 n/a n/a n/a n/a R16 Residential GF 42 55 55 n/a n/a n/a n/a R17 Residential GF 42 53 52 n/a n/a n/a n/a R18 Residential GF 37 47 47 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R19 Residential GF 38 53 48 n/a n/a n/a n/a R20 Residential GF 36 47 47 n/a n/a n/a n/a R21 Residential GF 42 55 55 n/a n/a n/a n/a R21 Residential F 1 46 58 58 n/a n/a n/a n/a R21 Residential F 2 54 63 62 n/a n/a n/a n/a R21 Residential F 3 57 67 67 n/a n/a n/a n/a R22 Residential GF 47 60 59 n/a n/a n/a n/a R22 Residential F 1 48 60 59 n/a n/a n/a n/a R22 Residential F 2 48 60 59 n/a n/a n/a n/a R23 Residential GF 32 43 43 n/a n/a n/a n/a R23 Residential F 1 32 43 43 n/a n/a n/a n/a R23 Residential F 2 35 46 46 n/a n/a n/a n/a R24 Residential GF 35 46 45 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R24 Residential F 1 39 50 48 n/a n/a n/a n/a R25 Residential GF 37 48 48 n/a n/a n/a n/a R25 Residential F 1 38 49 50 n/a n/a n/a n/a R26 Residential GF 46 60 56 n/a n/a n/a n/a R27 Residential GF 51 63 63 n/a n/a n/a n/a R27 Residential F 1 53 65 65 n/a n/a n/a n/a R27 Residential F 2 54 66 65 n/a n/a n/a n/a R27 Residential F 3 54 66 65 n/a n/a n/a n/a R27 Residential F 4 54 67 66 n/a n/a n/a n/a R28 Residential GF 52 63 63 n/a n/a n/a n/a R28 Residential F 1 53 63 64 n/a n/a n/a n/a R28 Residential F 2 53 64 65 n/a n/a n/a n/a R28 Residential F 3 53 64 65 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R28 Residential F 4 53 65 65 n/a n/a n/a n/a R29 Active recreation GF 38 49 48 n/a n/a n/a n/a R30 Commercial GF 55 67 65 n/a n/a n/a n/a R30 Commercial F 1 55 68 66 n/a n/a n/a n/a R31 Commercial GF 65 86 79 n/a n/a n/a n/a R32 Commercial GF 75 88 81 n/a n/a n/a n/a R32 Commercial F 1 74 88 83 n/a n/a n/a n/a Passive n/a n/a n/a n/a R33 GF 68 79 78 recreation R34 Commercial GF 61 74 74 n/a n/a n/a n/a R35 Medical facility GF 55 67 67 n/a n/a n/a n/a R35 Medical facility F 1 55 68 67 n/a n/a n/a n/a R35 Medical facility F 2 56 68 67 n/a n/a n/a n/a R36 Residential GF 34 48 47 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R36 Residential F 1 37 50 49 n/a n/a n/a n/a R36 Residential F 2 42 55 55 n/a n/a n/a n/a R37 Place of worship GF 47 60 60 n/a n/a n/a n/a Community n/a n/a n/a n/a R38 GF 49 62 59 centre R39 Residential GF 48 60 56 n/a n/a n/a n/a R40 Residential GF 51 63 61 n/a n/a n/a n/a R40 Residential F 1 53 65 64 n/a n/a n/a n/a R41 Residential GF 46 58 57 n/a n/a n/a n/a R42 Residential GF 47 59 56 n/a n/a n/a n/a R43 Residential GF 44 55 54 n/a n/a n/a n/a R43 Residential F 1 46 58 56 n/a n/a n/a n/a R44 Residential GF 39 51 50 n/a n/a n/a n/a R45 Commercial GF 53 64 63 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R45 Commercial F 1 53 64 63 n/a n/a n/a n/a R46 Commercial GF 55 67 67 n/a n/a n/a n/a R46 Commercial F 1 56 68 67 n/a n/a n/a n/a R47 Commercial GF 63 74 74 n/a n/a n/a n/a R47 Commercial F 1 64 75 75 n/a n/a n/a n/a R48 Commercial GF 55 66 66 n/a n/a n/a n/a R48 Commercial F 1 55 66 66 n/a n/a n/a n/a R48 Commercial F 2 56 67 66 n/a n/a n/a n/a R49 Place of worship GF 44 58 54 n/a n/a n/a n/a R50 Residential GF 47 60 60 n/a n/a n/a n/a R51 Residential GF 47 58 58 n/a n/a n/a n/a R52 Residential GF 43 57 53 n/a n/a n/a n/a R53 Residential GF 41 54 51 n/a n/a n/a n/a
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Exceedance to noise management level cell shading key 70 dBA for commercial receivers1 65 dBA for active recreation receivers1 60 dBA for passive recreation receivers1 55 dBA for classrooms, medical facilities, places of worship and community centres1 42 dBA for OOHW 1 day and OOHW 1,2 evening 39 dBA for OOHW 2 night Receiver ID Receiver type Floor S01 S02 S03 S04 S05 S06 S07 R54 Residential GF 36 47 47 n/a n/a n/a n/a R55 Commercial GF 55 66 66 n/a n/a n/a n/a R55 Commercial F 1 55 66 66 n/a n/a n/a n/a R55 Commercial F 2 56 67 67 n/a n/a n/a n/a R56 Commercial GF 50 61 61 n/a n/a n/a n/a R56 Commercial F 1 51 64 62 n/a n/a n/a n/a R57 Residential GF 46 61 61 n/a n/a n/a n/a R57 Residential F 1 49 63 64 n/a n/a n/a n/a
Note: Where activities are scheduled potentially during both OOHW Period 1 and Period 2, if noise levels are predicted to exceed the Period 1 criteria, they will automatically exceed the OOHW Period 2 criteria. Note 1: External noise management level applies only when area is in use.
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 166 E.7 Construction noise management zones
Figure E-1 Noise management zone for construction scenario 1
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Figure E-2 Noise management zone for construction scenario 2
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 168 Figure E-3 Noise management zone for construction scenario 3
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 169 Figure E-4 Noise management zone for construction scenario 4
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 170 Figure E-5 Noise management zone for construction scenario 5
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 171 Figure E-6 Noise management zone for construction scenario 6
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 172 Figure E-7 Noise management zone for construction scenario 7
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 173 Appendix F Statement of Heritage Impact
Toongabbie Station Upgrade Review of Environmental Factors – April 2016 174 Toongabbie Station Upgrade SoHI
Toongabbie Station Upgrade
Statement of Heritage Impact
Report to GHD on behalf of Transport for NSW
April 2016
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EXECUTIVE SUMMARY
Transport for NSW (TfNSW) has proposed upgrades to Toongabbie Station as part of the Transport Access Program (TAP), an initiative to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure where it is needed most.
Artefact has been engaged by GHD on behalf of TfNSW to prepare a Statement of Heritage Impact (SoHI) for the proposed Toongabbie Station Upgrade (the ‘Proposal’). The aim of the report is to identify heritage items which may be impacted by the proposed works, determine the level of heritage significance of each item, assess the potential impacts to those items, recommend mitigation measures to reduce the level heritage impact and identify other management or statutory obligations.
Overview of Findings
Toongabbie Railway Station Group, Underbridge and Archaeological Remains is listed on the Sydney Trains (formerly RailCorp) section 170 Register (no. 4800268) and Toongabbie Railway Station is listed on the Holroyd Local Environmental Plan (LEP) 2013, item no I 102. This item is listed as locally significant. adjacent to Toongabbie Station are three other locally significant heritage items. These items are: o Portico Park (Holroyd LEP 2013 Item no. I 103) o Railway Viaduct (Holroyd LEP 2013 Item no. I 104) o Railway Viaduct Archaeological Site (Holroyd LEP 2013 Item no. A9) the Proposal would result in moderate impacts to Holroyd LEP 2013/s170 item Toongabbie Railway Station as a result of the following proposed works: converting the station platform building windows into doors for family accessible toilets would result in a moderate visual and physical impact the lowering of the interior of the station building floors would result in a moderate physical impact installing four access lifts would result in a moderate visual impact replacing the existing footbridge access ramps with staircases and installation of anti-throw screens would result in a moderate visual impact should the Milners’ patent safe, timber counter, and the book rack (moveable heritage) be removed during works, this would result in a minor temporary heritage impact the Proposal would result in a minor visual impact to Holroyd LEP 2013 item Portico Park.
Recommendations
The following mitigation measures are suggested to minimise the impact of the Proposal:
The external construction and façade of the Toongabbie Station platform buildings are an element of high heritage significance. The original fabric of these buildings should be retained
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wherever possible and materials used during modifications should be congruent with the character of the station, including the following recommendations: o family accessible toilet doors should remain at the location of existing doorways wherever possible to avoid altering the original design of the station buildings o any new doors should be designed with sympathetic materials and colour schemes The internal structure and interior fittings of the Toongabbie Station platform buildings are an element of moderate heritage significance, due to renovations since their original construction which has altered the integrity of the fabric. The original fabric of these interiors should be retained wherever possible and materials used during modifications should be congruent with the character of the station, including the following recommendations: o any modification of the internal configuration of the station building, such as repainting, installing new fixtures and service connections inside the buildings should be sympathetic to the historical and aesthetic character of the station and installation should minimise impacts to original fabric o the existing tiling and brickwork that is present on the platform 1/2 waiting room should be retained or replicated once the internal floor of the structure has been lowered The design and materials used for the construction of new access stairs and lift shafts should be as sympathetic as possible to the existing character of the station with the aim of minimising visual impacts. The design should use unobtrusive, modern, light materials such as glass panelling and slim frame elements, which would reduce visual bulk. The design for the new access stairs and lifts should also consider the following: o anti-throw screens should be constructed of the least obtrusive material possible to reduce visual impacts to Toongabbie Station and preserve views from the footbridge and stairs over Portico Park and the wider Toongabbie area o the construction of new canopies should use similar design materials and colour schemes as the existing footbridge and platform canopies The Milners’ Patent safe, timber counter, and book rack (moveable heritage) would be conserved and if relocation is required it should be kept in a safe and secure place during works and relocated back to the station building at completion of construction activities It is recommended that a program of archival recording is undertaken. This recording should include a photographic record of the station building and setting of the station, including a record of views that would be modified by the Proposal. The recording should be undertaken in accordance with Heritage Council guidelines. As these elements have local heritage significance, the recording need only meet the minimum requirements for archival recording; measured drawings would not be necessary.
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CONTENTS
1.0 Introduction ...... 1 1.1 Background...... 1 1.2 Proposal ...... 1 1.3 Site location ...... 1 1.4 Methodology ...... 3 1.5 Authorship ...... 3 2.0 Historical context ...... 4 2.1 Government farming at Old Toongabbie ...... 4 2.2 The Main Western Line and Toongabbie ...... 4 3.0 Statutory context ...... 9 3.1 Legislation ...... 9 3.1.1 Heritage Act 1977 ...... 9 3.1.2 Environment Planning and Assessment Act 1979 ...... 9 3.1.3 State Environmental Planning Policy (Infrastructure) (ISEPP) 2007 ...... 9 3.2 Heritage registers ...... 10 4.0 Heritage significance ...... 12 4.1 Introduction ...... 12 4.1.1 Toongabbie Railway Station Group, Underbridge and Archaeological Remains (RailCorp s170 item no. 4800268) ...... 12 4.1.2 Portico Park (I103) ...... 18 4.1.3 Railway viaduct (I104) ...... 19 4.1.4 Railway viaduct site (A9) ...... 20 5.0 Archaeological potential ...... 21 5.1 Toongabbie Station ...... 21 5.2 Portico Park ...... 21 6.0 Heritage impact assessment ...... 22 6.1 Introduction ...... 22 6.2 Proposed works ...... 22 6.2.1 Toongabbie Station upgrade ...... 22 6.2.2 Interchange facilities ...... 23 6.2.3 Temporary works ...... 23 6.3 Justification for proposed works ...... 28 6.3.1 Aims of the proposal ...... 28 6.3.2 Justification for proposed impacts to Toongabbie Station ...... 28 6.4 Toongabbie Station heritage impacts ...... 29 6.4.1 Physical impact assessment ...... 29
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6.4.2 Visual impact assessment ...... 30 6.4.3 Archaeological impact assessment ...... 32 6.4.4 Summary of impacts to Toongabbie Station ...... 32 6.5 Heritage impacts to adjacent heritage items ...... 34 6.6 Statement of heritage impact...... 35 7.0 Mitigation measures and recommendations...... 36 8.0 References ...... 38
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FIGURES
Figure 1: Site location ...... 2 Figure 2: Early view of Old Toongabbie showing the convict huts on top of a mound (Source: State Library of NSW) ...... 5 Figure 3: Photo of Toongabbie Station in 1880 illustrating the single track used and the old station buildings (Source: State Library of NSW) ...... 6 Figure 4: Map showing Toongabbie Station in 1894 located within land grant to Thomas Holtham with the grant to D’Arcy Wentworth to the south (Source: State Library of NSW) ...... 7 Figure 5: Photo of Toongabbie station in 1920 showing the duplication of the line and the old station platform and buildings (Source: State Library of NSW) ...... 8 Figure 6: Listed LEP heritage items within and adjacent to the site location ...... 11 Figure 7: View of station buildings looking south ...... 13 Figure 8: View of station building looking south-west ...... 13 Figure 9: View of station building looking north ...... 13 Figure 10: View of platforms looking north ...... 13 Figure 11: View of footbridge and ramp from Portico Parade ...... 14 Figure 12: View from platform of ramp to street level looking south ...... 14 Figure 13: View from station plaform of footbridge looking north ...... 14 Figure 14: View of ramp to street level looking north ...... 14 Figure 15: View of stair access to platform looking north ...... 14 Figure 16: View of footbridge with kiosk on the left looking west ...... 14 Figure 17: Milners’ Patent Fire Resistant Special Safe ...... 15 Figure 18: View of bus stop area looking north ...... 15 Figure 19: View of Portico Parade looking north ...... 15 Figure 20: View of Aurelia Street looking north-east ...... 15 Figure 21: Portico Park from Corenial Road looking south-east ...... 18 Figure 22: Portico Park from station footbridge looking west ...... 18 Figure 23: Portico Park from corner of Cornelia Road and Portico Parade looking south ...... 18 Figure 24: Portico Park looking east ...... 18 Figure 25: View of railway viaduct (Sourc: OEH) ...... 19 Figure 26: View of railway viaduct (Source: OEH) ...... 19 Figure 27: View of archaeoloical remains under viaduct (Source: OEH) ...... 20 Figure 28: View of archaeoloical remains under viaduct (Source: OEH) ...... 20 Figure 29: Aerial photograph from 1943 of Portico Park (Source: Land and Property SIX maps) ...... 21 Figure 30: Proposed Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design) ...... 24
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Figure 31: Proposed Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design) ...... 25 Figure 32: Indicative elevation profile and external stair façade for Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design) ...... 26 Figure 33: Indicative illustration of the Proposal (Source: AECOM) ...... 27
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TABLES
Table 1: Terminology for assessing the magnitude of heritage impact ...... 3 Table 2: Register search for Toongabbie Station ...... 10 Table 3: Details of other listed heritage items within or directly adjacent to the study area ...... 10 Table 4: Standard grades of significance ...... 12 Table 5: Timeline of development of Toongabbie Station ...... 12 Table 6: Grades of significance for Toongabbie Station components ...... 16 Table 7: Summary of impacts to Toongabbie Station ...... 32 Table 8: Impacts to adjacent heritage items ...... 34
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1.0 INTRODUCTION
1.1 Background
Transport for NSW (TfNSW) has proposed upgrades to Toongabbie Station as part of the Transport Access Program (TAP), an initiative to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure where it is needed most.
Artefact has been engaged by GHD, on behalf of TfNSW to prepare a Statement of Heritage Impact (SoHI) for the proposed Toongabbie Station Upgrade (the ‘Proposal’). Toongabbie Railway Station Group, Underbridge and Archaeological Remains is listed on the Sydney Trains (formerly RailCorp) section 170 Register and Toongabbie Railway Station is listed on the Holroyd Local Environmental Plan (LEP) 2013.
The aim of the report is to identify heritage items which may be impacted by the proposed works, determine the level of heritage significance of each item, assess the potential impacts to those items, recommend mitigation measures to reduce the level heritage of impact and identify other management or statutory obligations.
1.2 Proposal
TfNSW have proposed works to improve customer accessibility at Toongabbie Station, to improve customer safety, and to upgrade existing facilities. The Proposal would involve the retention of the existing footbridge and the demolition of the existing non-compliant ramps. The ramps would be replaced with new stairs to provide station access from Wentworth Avenue and Portico Parade. A section of the existing footbridge would also be widened to provide ticketing, passenger information facilities, and a family accessible toilet.
Four new lifts with accessible paths are to be installed to provide access between the footbridge, platform islands and local roads. Footpaths are to be widened around the landings of the new lifts. The Proposal also includes improvements to interchange facilities and station buildings.
A detailed scope of the works is provided in Section 6.2.
1.3 Site location
The site includes Toongabbie Station (Lot 1/DP1016522), and the main pedestrian access paths to the station entrance (Figure 1). Toongabbie Station is serviced by the North Shore and Western Line (T1) providing services between Emu Plains or Richmond and Berowra via Central and the Cumberland Line (T5) providing services between Schofields and Campbelltown. The station is located in the Holroyd Local Government Area (LGA) and Parramatta LGA.
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Figure 1: Site location
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1.4 Methodology
This SoHI has been prepared using the document Statement of Heritage Impact 2002, prepared by the NSW Heritage Office, contained within the NSW Heritage Manual, as a guideline.
In order to consistently identify the potential impact of the proposed works, the terminology contained in the following table has been referenced throughout this document. This terminology, and corresponding definitions, are based on those contained within guidelines produced by the International Council on Monuments and Sites (ICOMOS).1
Table 1: Terminology for assessing the magnitude of heritage impact
Grading Definition
Actions that would have a long-term and substantial impact on the significance of a heritage item. Actions that would remove key historic building elements, key historic landscape features, or Major significant archaeological materials, thereby resulting in a change of historic character, or altering of a historical resource. These actions cannot be fully mitigated.
This would include actions involving the modification of a heritage item, including altering the setting of a heritage item or landscape, partially removing archaeological resources, or the Moderate alteration of significant elements of fabric from historic structures. The impacts arising from such actions may be able to be partially mitigated.
Actions that would result in the slight alteration of heritage buildings, archaeological resources, or Minor the setting of an historical item. The impacts arising from such actions can usually be mitigated.
Negligible Actions that would result in very minor changes to heritage items.
Neutral Actions that would have no heritage impact.
1.5 Authorship
This report was prepared by Shona Lindsay (Graduate Heritage Consultant) and Duncan Jones (Heritage Consultant), with management input and review by Abi Cryerhall (Principal, Historic Heritage).
1 Including the document Guidance on Heritage Impact Assessments for Cultural World Heritage Properties, ICOMOS, January 2011.
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2.0 HISTORICAL CONTEXT
2.1 Government farming at Old Toongabbie
A government farm was established at Rose Hill (Parramatta) by Governor Arthur Phillip in November 1788 to enable the new colony to be self-sufficient.2 The township developed into an administrative and market centre at Rose Hill, and spread to the neighbouring fertile land as the population grew.3 A second settlement was planned by Phillip further up Toongabbie Creek for a more extensive farming area, and Thomas Daveney was appointed to select, plan and superintend this process. Phillip chose the local indigenous name of the area, Toongabbie, to name the area and it was located on the banks of Toongabbie Creek between what is now Old Windsor and Oakes roads (Old Toongabbie).4
By 1792, Old Toongabbie had become the principal farm of the colony with many convicts being sent to the area to work (Figure 2). When Phillip left the colony at the end of 1792, Lieutenant Governor Grose was put in charge, changing the agricultural policy to discontinue centralised government farming. As the fertility of the land at Toongabbie deteriorated, Grose sent the convict workers to other sites, aiding in his new policy to stop government farming. In 1795 Governor Hunter arrived with orders to re-establish public farming. A large barn was constructed at Toongabbie and cattle were introduced to help rejuvenate the land. In 1801, a new government farm was cleared at Castle Hill to replace Toongabbie farm.5
Various land grants were made at Old Toongabbie to people such as Thomas Daveney, Andrew Hume, Charles Grimes and John Redmond by Grose in 1794, with the rest of the land being granted by 1800. Two large areas south of Old Toongabbie were granted to D’Arcy Wentworth on 31 August 1819 consisting of 2200 acres and 550 acres. Old Toongabbie grew into a farming community with the main township located at the junction of Old Windsor and Fitzwilliam Roads.6 The introduction of the railway line to the west saw a shift in the main centre of the area.
2.2 The Main Western Line and Toongabbie
The Main Western Line was opened on 26 April 1860 between Parramatta and Blacktown. It was designed to establish rail links to the growing rural districts that supported mining and pastoral industries. Initially, the line was intended to extend out to the state’s north-western boundary, hence the name ‘Main Western Line’. However, the line never reached the border and currently terminates in Bourke.7
A station was constructed in 1880 at a site that was to become Toongabbie to accommodate the nearby farming towns (Figure 3). Parish maps indicate the station was built on land that was granted to Thomas Holtham. The station was named Toongabbie and public utilities, including a post office and school, moved to the area with the growth of the town that developed near the station. The name Old Toongabbie for the suburb alongside the creeks came into use to distinguish the older part of the suburb from the suburb that grew around the 1880 railway station.8
The Emu and Prospect Gravel and Road Metal Company Limited opened a private railway line from Toongabbie to Prospect Quarry on 7 April 1902. Following the inability of the Government railway to
2 Kass & McClymont 2010 3 Kass & McClymont 2010 4 Kass & McClymont 2010 5 Kass & McClymont 2010 6 Kass & McClymont 2010 7 New South Wales Railway Network. Main Western Line. 8 Kass & McClymont 2010; OEH 2008
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supply rail wagons, trains stopped running on the line in 1945, however the rails remained in situ until the early 1960s (Figure 4).9
Toongabbie Station continued to develop and the line was duplicated in 1920 and a new station building was constructed (
Figure 5). A major redevelopment occurred in 1946 when the line was quadruplicated and all the previous station buildings were demolished.10 The new station buildings were built in Inter War Stripped Functionalist style, showing the funding constraints of the time due to the war.11 These buildings are the current station buildings at Toongabbie Station.
Figure 2: Early view of Old Toongabbie showing the convict huts on top of a mound (Source: State Library of NSW)
9 Oakes 2006: 9-27 10 OEH 2008 11 OEH 2008
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Figure 3: Photo of Toongabbie Station in 1880 illustrating the single track used and the old station buildings (Source: State Library of NSW)
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Figure 4: Map showing Toongabbie Station in 1894 located within land grant to Thomas Holtham with the grant to D’Arcy Wentworth to the south (Source: State Library of NSW)
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Figure 5: Photo of Toongabbie station in 1920 showing the duplication of the line and the old station platform and buildings (Source: State Library of NSW)
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3.0 STATUTORY CONTEXT
3.1 Legislation
3.1.1 Heritage Act 1977
The NSW Heritage Act 1977 (Heritage Act) is the primary piece of State legislation affording protection to heritage items (natural and cultural) in New South Wales. Under the Heritage Act, ‘items of environmental heritage’ include places, buildings, works, relics, moveable objects and precincts identified as significant based on historical, scientific, cultural, social, archaeological, architectural, natural or aesthetic values. State significant items can be listed on the NSW State Heritage Register (SHR) and are given automatic protection under the Heritage Act against any activities that may damage an item or affect its heritage significance. The Heritage Act also protects 'relics', which can include archaeological material, features and deposits.
Under the Heritage Act all government agencies are required to identify, conserve and manage heritage items in their ownership or control. Section 170 requires all government agencies to maintain a Heritage and Conservation Register that lists all heritage assets and an assessment of the significance of each asset. They must also ensure that all items inscribed on its list are maintained with due diligence in accordance with State Owned Heritage Management Principles approved by the Government on advice of the NSW Heritage Council. These principles serve to protect and conserve the heritage significance of items and are based on NSW heritage legislation and guidelines.
3.1.2 Environment Planning and Assessment Act 1979
The Environmental Planning and Assessment Act 1979 (EP&A Act) establishes the framework for cultural heritage values to be formally assessed in the land use planning and development consent process. The EP&A Act requires that environmental impacts are considered prior to land development; this includes impacts on cultural heritage items and places as well as archaeological sites and deposits. The Proposal is subject to assessment under Part 5 of the EP&A Act.
The EP&A Act also requires that local governments prepare planning instruments (such as Local Environmental Plans [LEPs] and Development Control Plans [DCPs]) in accordance with the EP&A Act to provide guidance on the level of environmental assessment required. The current site location falls within the boundaries of the Holroyd LGA and Parramatta LGA. Schedule 5 of the Holroyd LEP 2013 includes a list of items/sites of heritage significance within the Holroyd LGA. Schedule 5 of the Parramatta LEP 2011 includes a list of items/sites of heritage significance within the Parramatta LGA.
3.1.3 State Environmental Planning Policy (Infrastructure) (ISEPP) 2007
In 2007, the ISEPP was introduced to streamline the development of infrastructure projects delivered by state agencies, including TfNSW. Generally, where there is conflict between the provisions of the ISEPP and other environmental planning instruments, the ISEPP prevails. Under the ISEPP, development for the purpose of rail infrastructure facilities may be carried out by a public authority without consent on any land. The ISEPP overrides the controls included in the LEPs and DCPs, and TfNSW is required to consult with the relevant local councils only when development “is likely to have an impact that is not minor or inconsequential on a local heritage item (other than a local heritage item that is also a State heritage item) or a heritage conservation area”. When this is the case, the proponent must not carry out such development until it has:
had an assessment of the impact prepared
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given written notice of the intention to carry out the development, with a copy of the assessment, to the council for the area in which the heritage item or heritage conservation area (or the relevant part of such an area) is located taken into consideration any response to the notice that is received from the council within 21 days after the notice is given12
3.2 Heritage registers
Statutory registers provide legal protection for heritage items. In NSW, the Heritage Act and the EP&A Act provide for heritage listings. The SHR, the s170 registers, and environmental heritage schedules of LEPs are statutory listings. Places on the National Heritage List are protected under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act).
A search of all relevant registers was undertaken on 3 March 2016. The results are displayed below in Table 2 and details of heritage items within or directly adjacent to the site location are provided in Table 3. The s170 curtilage and a map of the LEP heritage items is provided in Figure 6.
Table 2: Register search for Toongabbie Station
Register Listing
Register of the National Estate (non-statutory) Toongabbie Station is not listed on the Register of the National Estate.
National Heritage List Toongabbie Station is not listed on the National Heritage List.
Commonwealth Heritage List Toongabbie Station is not listed on the Commonwealth Heritage List.
State Heritage Register Toongabbie Station is not listed on the State Heritage Register.
Section 170 Register Toongabbie Railway Station Group, Underbridge & Archaeological Remains is listed on the Sydney Trains (formerly RailCorp) s170 register (4800268).
Holroyd LEP 2013 Toongabbie Railway Station is listed on the Holroyd LEP 2013 (I102).
Table 3: Details of other listed heritage items within or directly adjacent to the study area
Item Name Address Significance Item/Listing Number
Portico Park Portico Parade, Toongabbie Local Holroyd LEP 2013 (I103)
Railway Viaduct Portico Parade (Toongabbie Local Holroyd LEP 2013 (I104) Railway Station), Toongabbie
Railway Viaduct Site (Archaeological) Portico Parade (Toongabbie Local Holroyd LEP 2013 (A9) Railway Station), Toongabbie
12 ISEPP Clause 79: http://www.austlii.edu.au/au/legis/nsw/consol_reg/sepp2007541/s79.html.
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Figure 6: Listed LEP heritage items within and adjacent to the site location13
13 Heritage curtilage boundaries have been sourced from Holroyd Council LEP 2013 mapping documents: http://www.legislation.nsw.gov.au/map/3950_COM_HER_004_010_20130218.pdf?id=9e4e37e5-eafb-e6b5-bcfd- d207e5d5725b . Physical extents for Toongabbie Station and Rail Underbridge items are better represented by their s170 curtilage boundaries, illustrated in Error! Reference source not found..
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4.0 HERITAGE SIGNIFICANCE
4.1 Introduction
This section establishes the significance of listed heritage items within the study area. Heritage assessment and statements of heritage significance have been adapted from the State Heritage Inventory (SHI).
In order to aid in future planning with regard to the development of Toongabbie Station, this report includes an assessment of the relative contributions of individual components of the station to its heritage value. This assessment was based on the standard grades of significance set out in the NSW Heritage Office publication ‘Assessing Heritage Significance’ Table 4.14
Table 4: Standard grades of significance
Grading Justification Status
Rare or outstanding element directly contributing to an item’s local Fulfils criteria for local Exceptional (E) and state significance or state listing
High degree of original fabric. Demonstrates a key element of the Fulfils criteria for local High (H) item’s significance. Alterations do not detract from significance. or state listing
Altered or modified elements. Elements with little heritage value, but Fulfils criteria for local Moderate (M) which contribute to the overall significance of the item. or state listing
Does not fulfil criteria Little (L) Alterations detract from significance. Difficult to interpret. for local or state listing
Does not fulfil criteria Intrusive (I) Damaging to the item’s heritage significance. for local or state listing
4.1.1 Toongabbie Railway Station Group, Underbridge and Archaeological Remains (RailCorp s170 item no. 4800268)
Toongabbie Station is a representative example of a small, mid-twentieth century railway station that is designed in the Inter War Stripped Functionalist style in an urban context. The buildings are constructed with bonded brickwork, Art Deco influenced parapet detailing, strong horizontal planes and steel awnings. The current station buildings date to 1946 when the railway line was quadruplicated.
A timeline of the development of the station is provided in Table 5 and site photos are then given (Figure 7 to Figure 18). An outline of the station elements and the corresponding significance is provided (Table 6).
Table 5: Timeline of development of Toongabbie Station15
Date Description of events
1860 railway line between Parramatta and Bankstown extended
1880 Toongabbie Station constructed
14 Heritage Division 2001. Assessing Heritage Significance. 15 Descriptions adapted from OEH 2008
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Date Description of events
1886 railway line through Toongabbie duplicated
1913 station platforms were reconstructed
1920 a new station building was constructed in concrete
the original Toongabbie station buildings were demolished and replaced with the present station buildings construction of pedestrian ramp and over-platform footbridge bridges supporting the railway line where it crossed Greystanes Creek 1943 - 1946 near Portico Parade were demolished and replaced a pedestrian bridge was built over the railway line at McCoy Street north of the station and over Greystanes Creek the railway line was quadrupled between Lidcombe and St Marys
unspecified renovations and improvements to the station building. 1947 subsequent modifications to the station not well documented
1997 renovations made to the station booking office
the underbridge over Greystanes Creek converted from a transom top to 2013 a ballast top bridge Figure 7: View of station buildings looking south Figure 8: View of station building looking south-west
Figure 9: View of station building looking north Figure 10: View of platforms looking north
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Figure 11: View of footbridge and ramp from Portico Parade Figure 12: View from platform of ramp to street level looking south
Figure 13: View from station plaform of footbridge looking north Figure 14: View of ramp to street level looking north
Figure 15: View of stair access to platform looking north Figure 16: View of footbridge with kiosk on the left looking west
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Figure 17: Milners’ Patent Fire Resistant Special Safe Figure 18: View of bus stop area looking north
Toongabbie Station is located adjacent to Portico Park and has entrances on both Portico Parade and Wentworth Avenue (Figure 19). The area around the station has many local businesses and the park provides a local green space ( Figure 20).
Figure 19: View of Portico Parade looking north Figure 20: View of Aurelia Street looking north-east
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Station Elements
Table 6 below lists the different elements of the station group and provides a significance grading for each.
Table 6: Grades of significance for Toongabbie Station components16
Grading Description Status
The building on platform 1/2 is larger than platform 3/4 building and is an Inter War Stripped Functionalist style railway building. It is of face brick construction with low pitched gabled roof and brick parapets at each end with courses of recessed heeler bricks capped by a course of bull-nosed bricks. The northern end of the building is defined by a curved masonry bay with a single door. Centrally located on each parapet is an Art Deco style projecting vertical Station building masonry fin constructed of heeler bricks in a contrasting colour. The parapets platform 1/2 step down on each side from the fin. The roof is clad with Colorbond, which High (1943), exterior extends as an awning on all four sides of the building. The awning on the and structure southern end, which provides shelter to passengers purchasing tickets from the ticket window and the machine, is supported by two rectangular brick columns with curved corners. On platform 1/ 2, one ticket window remains in use while the other is bricked up. Steel framed windows with three horizontal hopper panels (central panel fixed) are vertically proportioned and placed regularly on both platform elevations. A contemporary canopy connects the building from the underside of the original awning to the stairs and footbridge.
Internally the building has a linear floor layout with a series of rooms in various sizes including combined former booking/parcels office (now booking office and staff area) with storeroom, general waiting room, ladies room and toilets, men's Station building toilets with a store room in the curved bay. The doors are secured by metal grill platform 1/2 gates while the windows are covered with security mesh. All of the original Moderate (1943), internal interior fit-out has been removed. Internal floors are concrete with tiled surfaces design or carpet and linoleum for the station master’s room. Several phases of renovation to the internal configuration and fittings of the building have reduced the integrity of its heritage significance. Tiling in the bathrooms is not part of the original fabric of the building.
The station building on platform 3/4 is approximately half the size of the platform 1/2 building featuring the same detailing and architectural style with the exception of the curved bay on one end. It is of face brick construction with low pitched gabled roof and brick parapets at each end with courses of recessed heeler bricks capped by a course of bullnosed bricks. Centrally located on each parapet is an Art Deco style projecting vertical masonry fin constructed of heeler bricks in a contrasting colour. The parapets step down on Station building each side from the fin. The roof is clad with Colorbond which extends as an platform 3/4 awning on all four sides of the building. The awning on the southern end, which High (1943), exterior provides shelter to passengers purchasing tickets from the ticket machine, is and structure supported by two rectangular brick columns with curved corners. The building has one ticket window, unlike Pendle Hill (and formerly Westmead) which had two. Early timber doors are extant. The standard steel framed windows with three horizontal hopper panels (central panel fixed) are vertically proportioned and placed regularly on both platform elevations between the solid timber doors. A contemporary canopy connects the building from the underside of the original awning to the stairs and footbridge.
16 Descriptions adapted from OEH 2008
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Grading Description Status
Internally the building has a linear floor layout consisting of a former booking office and a waiting room. The doors are secured by metal grill gates while the windows are covered by security mesh. The former booking office is currently Station building used for storage purposes. The internal finishes are the same as the other platform 3/4 platform building. Internal floors are concrete with tiled surfaces or carpet and Moderate (1943), internal linoleum for station master’s room. Several phases of renovation to the internal design configuration and fittings of the building have reduced the integrity of its heritage significance. Tiling in the bathrooms is not part of the original fabric of the building.
Both island platforms have brick faces with concrete deck and asphalt Platforms surfaces. Modern aluminium palisade fencing, timber bench seating, lighting Little (1943) and signage are located on both of the platforms.
The footbridge is a steel beam structure supported on rolled steel joint trestles with concrete deck over the platforms and main lines with stairs to each of the Footbridge platforms, and a ramp to street level on each side. It is of a simple structure Little (1946) with no ornamentation representing economic policies of the time. The footbridge and associated stairs and ramps are covered with corrugated metal awnings.
The small timber clad and gable roofed kiosk (originally skillion roofed) is located on a cantilevered concrete slab supported by steel columns with Kiosk (c1954) Little concrete footings opposite the stairs to platform 1/2. It has been modified and reclad possibly in the 1990s.
A Milners Patent Fire Resistant Special Safe is located in the booking office. Moveable There is also a rack in the platform 3/4 former booking office that may be the Moderate heritage book rack identified as potential moveable heritage in 2000. The booking office on platform 3/4 also has an original built in timber counter.
Statement of Significance
The NSW SHI database contains the following statement of significance for the item17:
Toongabbie Railway Station is of local significance as evidence of the railway station redevelopment that took place during the quadruplication of the Main Western Line between Lidcombe and St Mary's in 1946. The station buildings are of aesthetic significance as good examples of mid-20th Century railway construction in an urban context displaying distinctive elements of the Inter War Stripped Functionalist style. They are competently executed and display many typical stylistic elements of similar station buildings throughout New South Wales and in the western suburbs generally, and are of the same construction as those of the neighbouring stations Pendle Hill, Wentworthville and Westmead (demolished). This group of buildings shows effects of war time financial constraints.
The archaeological remains under the Greystanes Creek Underbridge have local significance for their ability to demonstrate the expansion of the railways and the historical stages of railway development in Toongabbie. The archaeological site is of research significance as it provides evidence of previous types of railway bridges used for creek crossings between 1860 and 1946.
17 OEH 2008
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4.1.2 Portico Park (I103)
Portico Park is a community park that retains its local significance for being a community green space, with a children’s playground, public amenities, and it provides a thoroughfare for the station from Aurelia Street (Figure 21 - Figure 24). The 1943 aerial photograph indicates that the space has remained a cleared area, possibly continuing from the clearing of the area for farming and later subdivision in the nineteenth century.
Figure 21: Portico Park from Corenial Road looking south-east Figure 22: Portico Park from station footbridge looking west
Figure 23: Portico Park from corner of Cornelia Road and Portico Parade looking south Figure 24: Portico Park looking east
Statement of Significance
Portico Park is a locally significant heritage item, providing a green community space for Toongabbie. It has remained a cleared public space since at least 1943, and continues to be used as a thoroughfare for the station.
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4.1.3 Railway viaduct (I104)
The railway viaduct is located north of Toongabbie Station and runs over Greystanes Creek. The visible areas of the underbridge consist of a 1946 four rail line crossing over Greystanes Creek with wooden sleepers over riveted steel girder with steel box and Pratt truss transoms supported on 1946 dry-pressed brick foundations. The present bridge replaced the c1880 underbridge with concrete pylons. The water level and weed growth obscures much of the view of the remains. In 2013 the transom top underbridge was converted to ballast top. The timber footings remain.
Figure 25: View of railway viaduct (Sourc: OEH) Figure 26: View of railway viaduct (Source: OEH)
Statement of Significance
The NSW SHI database contains the following statement of significance for the item18:
The archaeological remnants of previous bridges, together with the existing underbridge provide a visually interesting landscape. The archaeological remains of the former bridge structures are one of two early railway viaducts surveyed in the Holroyd Municipality, though the bridge's integrity is reduced due to refurbishment. The railway refurbished underbridge over Greystanes Creek has a low level of integrity though the timber footing remains.
18 Adapted from OEH 2008
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4.1.4 Railway viaduct site (A9)
The railway viaduct site is an archaeological site underneath the railway viaduct consisting of the remains of previous underbridges (Figure 27 and Figure 28). At the edges of the viaduct are the piers of two previous bridges including top sections of c.1860 sandstone aggregate piers and at the edges remnants of c.1880 concrete pylons with blue metal aggregate.
Figure 27: View of archaeoloical remains under viaduct (Source: OEH) Figure 28: View of archaeoloical remains under viaduct (Source: OEH)
Statement of Significance
The NSW SHI database contains the following statement of significance for the item19:
The archaeological remains under the Greystanes Creek Underbridge have local significance for their ability to demonstrate the expansion of the railways and the historical stages of railway development in Toongabbie. The archaeological site is of research significance as it provides evidence of previous types of railway bridges used for creek crossings between 1860 and 1946.
19 Adapted from OEH 2008
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5.0 ARCHAEOLOGICAL POTENTIAL
5.1 Toongabbie Station
Toongabbie Station is considered to have low archaeological potential, with little evidence of the early station buildings likely to remain.20 The original platform and station buildings were demolished, and any traces were likely to have been removed with the continual upgrading of the station. The railway viaduct archaeological site (A9) located north at the railway viaduct is not located in the proposed works area.
5.2 Portico Park
Portico Park has nil-low archaeological potential. It has remained a cleared area since at least 1943, with no known buildings to have been built on the site before this time (Figure 29). The site was part of a land grant given to Thomas Holtham in the nineteenth century, and was most likely used for agriculture following the other land use in the area. Agricultural land use would be ephemeral in the archaeological record; therefore, the archaeological potential of the site is nil-low.
Figure 29: Aerial photograph from 1943 of Portico Park (Source: Land and Property SIX maps)
20 OEH 2008
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6.0 HERITAGE IMPACT ASSESSMENT
6.1 Introduction
This section will assess heritage impacts to the listed items within and adjacent to the study area. It will first discuss the Proposal, provide a justification for the proposed works, then provide an assessment of the impacts to the heritage items.
6.2 Proposed works
The Proposal consists of a number of proposed works which are detailed below. These works are illustrated in Figure 30, Figure 31, Figure 32 and Figure 33.
The Proposal involves an accessibility upgrade of Toongabbie Station and upgrade of the interchange as part of the Transport Access Program which would improve accessibility and amenities for customers.
6.2.1 Toongabbie Station upgrade
Details of the proposed works to take place at the station to improve accessibility and customer experience are provided below:
demolition of the existing ramps at Portico Parade and Wentworth Avenue demolition of the retail outlet on the footbridge construction and installation of four new lifts, associated landings and support structures retention and widening of the existing overhead footbridge to provide additional areas for ticketing and passenger facilities, including a family accessible toilet and staff room construction of new stairs from Portico Parade and Wentworth Avenue to the footbridge possible refurbishment or replacement of stairs to the platform (to be determined during detailed design provision of anti-throw screens on the stairs and footbridge extending existing canopies for weather protection on both platforms between the station building and the new lifts provision of a new accessible customer information window, staff room and ambulant toilet in the existing station building on platform 1/2 construction of a new switch room and communications room in the existing station buildings on platform 3/4 provision of family accessible toilets on both platforms within the existing station buildings regrading platform including the installation of tactile ground surface indicators at the platform edge and the base of stairs and lifts. station building floor level corrections upgrades to the station buildings, including the conversion of windows into doors construction of deflection walls within the rail corridor provision of new lighting for the new canopies and the underside of the footbridge
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provision of new handrails along the footbridge upgrade the CCTV system provision of new rail corridor fencing to extend 50 metres beyond platform ends at both Portico Parade and Wentworth Avenue services relocation and/or adjustments, stormwater drainage, retaining walls, and overhead wiring new/upgraded wayfinding signage and provision of statutory/regulatory signage landscaping works.
6.2.2 Interchange facilities
The station has interchange facilities at both the Portico Parade and Wentworth Avenue sides of the station. Details of the proposed works to take place at the interchange to improve accessibility and customer experience are provided below:
provision of new accessible paths to the lifts and stairs at the station entrances relocation of the 705/7011 bus stop on Portico Parade closer to the Cornelia Road intersection, including new bus shelters new kiss and ride facilities including: o conversion of two existing on street parking spaces at Portico Parade o use of the Night Ride bus stop on Wentworth Avenue as a kiss and ride zone during peak hours provision of three accessible parking spaces on Wentworth Avenue near the new lift to the footbridge relocation of pedestrian crossing to near the new stairs on Wentworth Avenue, including upgrades to the kerbs and the inclusion of new pram ramps relocation of existing pedestrian crossing on Portico Parade additional bicycle parking facilities including: o undercover bicycle racks near the station entrance at Portico Parade o undercover bicycle racks near the station entrance at Wentworth Avenue provision of new kerbs and pavement adjustments to Portico Parade, including new pram ramps at the Cornelia Road intersection and along the station entrance provision of taxi ranks at Portico Parade.
6.2.3 Temporary works
Temporary works would include:
temporary works (where required) during construction in order to maintain existing pedestrian ‘level of service’, such as access provisions and temporary footbridge and temporary site compounds for storage of materials and equipment
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Figure 30: Proposed Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design)
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Figure 31: Proposed Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design)
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Figure 32: Indicative elevation profile and external stair façade for Toongabbie Station upgrade (Source: AECOM) (Indicative only, subject to detailed design)
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Figure 33: Indicative illustration of the Proposal (Source: AECOM)
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6.3 Justification for proposed works
6.3.1 Aims of the proposal
The proposed works are required to improve accessibility in accordance with the TAP, Disability Discrimination Act (DDA) and Disability Standards for Accessible Public Transport (DSAPT) and to upgrade the station and interchange facilities and equipment to current standards. The TAP is a government initiative designed to provide a better experience for public transport customers by delivering accessible, modern, secure and integrated transport infrastructure where it is needed most. Objectives of the program include the following:
provide a station that is accessible to those with a disability, the ageing and parents/carers with prams improve customer safety and enhance pedestrian network links by upgrading entrances, footpaths and pedestrian crossings improve customer experience and amenity through improved facilities including canopies for weather protection, new service windows, family accessible toilets, lifts and ramps, new ticketing and passenger information facilities and new wayfinding around the station improve transport interchange facilities with new accessible parking, kiss and ride facilities, relocation of bus stops and new bicycle parking facilities improve the station functionality with a new communications and switch room, upgraded staff facilities and ambulant toilet within the station building.
6.3.2 Justification for proposed impacts to Toongabbie Station
The following discussion will outline justifications for proposed impacts to items of heritage significance within the Proposal.
Renovation of station buildings on platforms to incorporate family accessible toilets
The upgrading of the toilets at the station is required to allow for the toilets to be accessible to all customers. The current public toilets at the station are non-accessible to customers with a disability. The removal of interior fixtures, cubicles and applied finishes is necessary to accommodate this upgrade.
Regrade of station platform
The station platform would be slightly re-graded, to reduce the existing slope towards the platform while still allowing for drainage. This regrade would be necessary in order to accommodate customers with a disability and ensure compliant door thresholds for access for customers with a disability, the internal floor of the station buildings would need to be lowered as well.
New accessible customer service window
The current ticket window at the station is non-accessible to customers with a disability. The lowering of the window would allow for all customers to be able to communicate with staff with ease.
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Demolition of non-compliant ramps with installation of new stairs at station entrances
The current ramps at the station entrances are non-accessible. The removal of the ramps and the installation of new stairs would allow for station access from Wentworth Avenue and Portico Parade.
Installation of lifts at station entrances
The installation of four new lifts at the station is a necessary addition to the site as it would allow for an accessible path of travel to the station and permit for seamless and safe commuter transfers to and from the station.
New kerbs and pavement adjustments to Portico Parade and Wentworth Avenue
The widening of the street kerbs on Portico Parade and Wentworth Avenue is necessary to allow for easier and safer access to and from the station. The new kerbs would have pram ramps allowing for easier customer access.
6.4 Toongabbie Station heritage impacts
6.4.1 Physical impact assessment
Regrade of platform
The regrade of the station platform would require the removal of the existing platform surface. The platform regrade would result in the removal of the platform pavement in some areas, a surface which has been repaired and replaced numerous times since the construction of Toongabbie Station in the 1940s. Heritage significant areas of this platform are predominately associated with the outer brick edging of the platform, which would not be impacted by the Proposal. As such, it is considered the platform regrade would result in negligible heritage impacts.
Station buildings on platforms
The conversion of existing original window openings (with non-original window panes) on the station buildings into new doorways would remove original brickwork of the station buildings. The station buildings are considered of high significance for the heritage of Toongabbie Station. These works would result in a moderate impact to heritage significant fabric.
The lowering of the internal floors of the station platform buildings would result in the removal of the existing floors. These floors are concrete surfaces constructed on top of the platform. These internal floors would have their original and restored tiling, linoleum and carpet removed. Tiling in the bathrooms is not original and would not result in any impacts to heritage significant fabric, however any alterations to the walls and concrete sub-surface would impact original fabric.These works would result in a moderate impact to heritage significant fabric.
Platform canopies
The extension of the platform staircase canopies to cover a wider area of platform between the footbridge and the station buildings would be fixed on to existing canopies. This would not impact the fabric of the original staircase canopies or the station buildings.
Lifts, footbridge and ramps
The installation of the four new lifts would be located to the south of the existing station footbridge and joined to the new concourse by extending the width of the existing footbridge. The construction of the lifts would require excavation into the concrete station platform. While the brick-lined concrete
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platform is an original part of the station, the surface has been regraded and covered multiple times since. This platform is therefore of little heritage significance. This excavation would therefore result in a negligible impact to heritage fabric.
The existing concrete access ramps on Portico Parade and Wentworth Avenue were constructed in 1946. The design of the footbridge and ramps are a simple structure with little ornamentation, unlike the Inter-War Functionalist station buildings on the railway platforms. The prosaic design of the concrete ramp, combined with its slightly later addition to the station structure, means that the existing ramp is of little heritage significance to the station. The removal of this ramp would therefore result in a negligible impact to heritage fabric.
If the stairs to the platforms from the footbridge are replaced, this would result in a negligible impact. The stairs date to 1946 and have little heritage significance.
The proposed works would involve the removal of the existing handrails and canopy on the station footbridge. The handrails are original components of the 1946 construction of the footbridge. Once the footbridge widening is completed sympathetic handrails similar in appearance to the original would be re-installed on the footbridge. These works would result in a negligible impact to heritage fabric.
Moveable heritage
The Milners’ patent safe is located in the service counter room on the southern end of the station building on platform 1/2. The proposed works may require the temporary removal of this item during any renovations or refitting of this room. Removing the safe would be considered a minor heritage impact. The proposed works would retain the timber counter located in the former booking office on platform 3/4. Should this timber counter need to be temporarily removed during the proposed works, this would result in a minor heritage impact. The book rack is located in the former booking office on platform 3/4. The proposed works may require the temporary removal of this item during any renovations or refitting of this room. Removing the book rack would be considered a minor heritage impact.
Street and minor works
The widening of the street kerbs on Portico Parade and Wentworth Avenue near the station would remove vegetation and existing fenced-off areas outside the station. These streets and their frontages are not heritage significant and these works would not result in impacts to the significant fabric of Toongabbie Station.
The existing retaining wall on the western side of Wentworth Avenue is considered to be of little heritage significance. The removal and replacement of this retaining wall with a new reinforced concrete wall and fence would therefore result in negligible impacts to heritage fabric.
The existing bus stop canopies on Portico Parade and Wentworth Avenue are not original components of the 1940s-era railway station and are considered of little heritage significance. Their removal and replacement would result in a negligible impact to fabric.
6.4.2 Visual impact assessment
Present visual character of Toongabbie Station
Toongabbie Station is prominently located near the centre of the suburb of Toongabbie and is an important local transport hub. Portico Park is located directly to the west of the station, between the station and the commercial strip along Aurelia Street. The park presents a reasonably open
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pedestrian space which allows a visual connection from the busy retail area of Toongabbie to the train station.
The heritage character of the station is most prominently expressed by the brick architectural design of the station platform buildings. These buildings are representative examples of the Inter-War Functionalist style of architecture, which were constructed during World War II during the rapid and economic expansion of the rail network.
Lift installation
The proposed lifts and their housing shafts would be constructed up to approximately 11 metres in height above street level. They are proposed to be designed with transparent glass on their northern and southern faces, while their eastern and western faces are to be constructed with brick cladding, subject to detailed design. These additions would diminish the 1940s heritage aesthetic of the station platform buildings. The lift structure would be approximately 3.7 by 2.6 metres in horizontal extent. Their installation would result in a moderate visual impact to Toongabbie Station.
Installation of access stairs
The large concrete access ramps from the station frontages on Portico Parade and Wentworth Avenue presently obstruct most views of the station platform buildings. By removing these ramps and replacing them with shorter and less obstructive staircases, sightlines towards the station platform buildings would be substantially increased, improving the visual heritage value of the station.
However, while these staircases would allow better sightlines from the street to the station platform, the staircase is a visually bulky design. Similar to the lift housing installation, this bulky design would diminish from the heritage aesthetic character of the station.
Anti-throw screens would be installed on the outside of the staircase which would further reduce sightlines from the street. These anti-throw screens would also significantly reduce visibility of Portico Park and the wider Toongabbie area from the point of view of the footbridge.
Overall, the installation of the access stairs would result in a moderate visual impact to Toongabbie Station.
Extensions of footbridge and platform canopies
The existing canopy on the footbridge and platform stairs is an unornamented 1946 white metal design. The proposed works would extend this canopy both over the widened footbridge and concourse, as well as further over the platform between the footbridge and platform buildings. Due to the use of sympathetic materials, the visual character of the station would not be impacted. However, the wider canopies would minimally reduce the number of sightlines from the footbridge to the station buildings. Overall the proposed canopy designs would result in a minor visual impact.
Refurbishment or replacement of stairs to platform
The stairs to the platform consist of a bulky metal construction with a corrugated roof. The proposed designs would be similar, with a steel frame and canopy. The proposed refurbishment or replacement of the stairs would result in a negligible visual impact to Toongabbie Station.
Renovation of station platform buildings
The heritage aesthetic of the station platform buildings is associated with their Inter-War Functionalist brick design with minor rooftop brick ornamentation. The windows in these buildings are not original frames and panes however they have been installed in the original window openings of the 1940s-era buildings. The proposed works would remove the brick below these windows in order install new
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doors. These works would alter the original frontage of the heritage station building, resulting in a moderate visual impact.
6.4.3 Archaeological impact assessment
Toongabbie Station has nil-low archaeological potential. The Proposal would not impact intact ground surface areas with the exception of the heavily disturbed areas on Portico Parade and Wentworth Avenue during street kerbing works.
The Proposal would result in no impacts to significant archaeological remains.
6.4.4 Summary of impacts to Toongabbie Station
A summary of the various proposed works and associated heritage impact assessment is provided in Table 7 below.
Table 7: Summary of impacts to Toongabbie Station
Impact to Proposed work Visual impact Impact to fabric archaeological remains
Regrade of station platform Neutral Negligible Neutral
Lowering of internal floors of station buildings on Neutral Moderate Neutral platform 1/2 and 3/4
Renovation of existing bathroom in station building Negligible Negligible Neutral on platform 1/2 into family accessible toilet
Renovation of existing waiting room in station building on platform 3/4 into family accessible Negligible Negligible Neutral toilet, including lowering of internal floor
Conversion of windows to new doors on station Moderate Moderate Neutral buildings
Extension of canopies on platform between Minor Neutral Neutral footbridge and station buildings
Replacement of existing tactile ground surface Neutral Neutral Neutral indicators on station platforms
Installation of four lift shafts Moderate Negligible Neutral
Replacement of Portico Parade and Wentworth Avenue access ramps with canopied staircases, Moderate Negligible Neutral including the installation of anti-throw screens
Widening of the existing footbridge to include ticketing area, staff office and family accessible Negligible Negligible Neutral toilet and anti-throw screens
Possible refurbishment or replacement of the Negligible Negligible Neutral stairs to the platform
Removal and replacement of existing handrails on Neutral Negligible Neutral footbridge and platform staircases
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Impact to Proposed work Visual impact Impact to fabric archaeological remains
Possible relocation of Milners’ patent safe, timber counter, and book rack (moveable heritage) during Neutral Minor Neutral works
Widening of the street kerb on Portico Parade and Neutral Neutral Neutral Cornelia Road
Removal of vegetation along Portico Parade Negligible Neutral Neutral
Removal of existing vegetation along Wentworth Negligible Neutral Neutral Avenue and replacement with low-height shrubs
Realignment of pedestrian crossings on Portico Neutral Neutral Neutral Parade and Wentworth Avenue
Construction of undercover bike racks near station Neutral Neutral Neutral entrances
Widening of the street kerb on Wentworth Avenue Neutral Neutral Neutral
Removal of wooden retaining wall along western side of Wentworth Parade to be replaced with Negligible Negligible Neutral reinforced concrete retaining wall with wire barrier fence above
Replacement of bus stop canopies on Portico Negligible Negligible Neutral Parade and Wentworth Avenue
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6.5 Heritage impacts to adjacent heritage items
A summary of impacts to adjacent heritage items are shown in Table 8 below.
Table 8: Impacts to adjacent heritage items
Item name and Impacts to archaeological Visual impacts Impacts to fabric listing remains
Portico Park There is a direct sightline between Toongabbie Station Holroyd LEP and Portico Park. The existing 2013 (I103) long descent ramp on the western side of the station obscures the station buildings on the station platform from Portico Park has been The Proposal would remove the point of view of Portico assessed as possessing a nil- the existing street kerbing and Park. While the Proposal low archaeological potential. replace it with new pedestrian would involve building new Works which would take place kerbs on the edge of the park elevator shafts which are taller in the park (modifying the near Cornelia Street. This than the existing footbridge, street kerbing) would occur in kerbing is not a heritage- the ramp would be shortened an area which is already significant component of the allowing wider views of the significantly disturbed. fabric of Portico Park. station buildings on the island
platform. The Proposal would result in The Proposal would result in no impacts to no impacts to heritage fabric Views from the footbridge archaeological remains in in Portico Park. towards Portico Park would be Portico Park. impeded by new anti-throw screens.
The Proposal would result in minor visual impacts to Portico Park.
Railway Viaduct The railway viaduct is located 100 metres to the north of Holroyd LEP Toongabbie Station with 2013 (I104) sightlines that follow the direction of the railway line. As the Proposal would not be The proposed works would not constructing any obscuring The proposed works would not occur within the boundary of structures to the north of the occur within the boundary of the Railway Viaduct curtilage. station platform, significant the Railway Viaduct curtilage.
views from the viaduct to The Proposal would result in Toongabbie Station would not The Proposal would result in no impacts to be affected. no impacts to fabric at the archaeological remains at Railway Viaduct. the Railway Viaduct. The viaduct is not visible from Toongabbie Station.
The Proposal would result in negligible visual impacts to the Railway Viaduct.
Railway Viaduct The proposed works would not The proposed works would not Site occur within boundary of the occur within the boundary of (Archaeological) Railway Viaduct curtilage. the Railway Viaduct curtilage.
Not applicable. Holroyd LEP The Proposal would result in The Proposal would result in 2013 (A9) no impacts to no impacts to fabric at the archaeological remains at Railway Viaduct. the Railway Viaduct.
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6.6 Statement of heritage impact
Development Discussion
By making Toongabbie Station compliant with the Disability Standards for Accessible Public Transport 2002 and the Commonwealth Disability What aspects of the proposal Discrimination Act 1992 (DDA), the Proposal would allow the station to respect or enhance the heritage continue in its historic use as well as allowing for increased public access to significance of Toongabbie the station and its amenities. Station and nearby heritage items? The demolition of the existing access ramps would increase the heritage views of the station buildings on the station platform, which are the predominant heritage significant architectural feature of Toongabbie Station.
The construction of the new lifts would result in a detrimental visual impact to Toongabbie Station. The lift housing would be visually prominent both from the station and from the surrounding streetscape. It would result in a moderate impact to the heritage significance of the Toongabbie Station.
The replacement of the existing ramps with shortened staircases would improve views of the station platform buildings from the street. However, anti- throw screens would also reduce visibility of the station and the wider Toongabbie area from the point of view of the footbridge. These works would result in a moderate visual impact.
What aspects of the proposal Re-grading the station platform would result in negligible heritage impacts, could have a detrimental impact however lowering the internal floors to reduce the doorway threshold would on the heritage significance of result in the removal of heritage significant fabric. This would result in a Toongabbie Station and nearby moderate physical impact. heritage items?
The renovations to the station buildings includes the removal of original brickwork and replacement of windows. This fabric is original and contributes to the significance of the station. This aspect of the Proposal would result in a moderate heritage impact.
Should works require the removal of the Milners’ patent safe, the timber counter, and the book rack, this would result in a minor temporary impact.
There would be minor visual impacts to Portico Park from the construction of the lift shafts and staircases which would be visually prominent.
The Proposal examined four designs, of which two (B and C) involved demolition of heritage significant fabric (existing footbridge and all ramps, stairs and canopies).
Proposal Option A1 would impact the heritage fabric of Toongabbie Station the least by the conservation of the existing footbridge ramps, however, this Have more sympathetic options option would not meet the objectives of the Proposal to achieve accessibility been considered and compliant standards and was discounted. discounted?
Proposal Option A2 (the Proposal), while removing the existing ramps, would increase the visibility of the station buildings at Toongabbie Station from the east and west by shortening the horizontal extent of the staircase. This option is considered sympathetic to the heritage value of the station while still achieving the project objectives of providing accessibility.
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7.0 MITIGATION MEASURES AND RECOMMENDATIONS The following mitigation measures are suggested to minimise the impact of the Proposal:
The external construction and façade of the Toongabbie Station platform buildings are an element of high heritage significance. The original fabric of these buildings should be retained wherever possible and materials used during modifications should be congruent with the character of the station, including the following recommendations: o family accessible toilet doors should remain at the location of existing doorways wherever possible to avoid altering the original design of the station buildings o any new doors should be designed with sympathetic materials and colour schemes The internal structure and interior fittings of the Toongabbie Station platform buildings are an element of moderate heritage significance, due to renovations since their original construction which has altered the integrity of the fabric. The original fabric of these interiors should be retained wherever possible and materials used during modifications should be congruent with the character of the station, including the following recommendations: o any modification of the internal configuration of the station building, such as repainting, installing new fixtures and service connections inside the buildings should be sympathetic to the historical and aesthetic character of the station and installation should minimise impacts to original fabric o the existing tiling and brickwork that is present on the platform 1/2 waiting room should be retained or replicated once the internal floor of the structure has been lowered The design and materials used for the construction of new access stairs and lift shafts should be as sympathetic as possible to the existing character of the station with the aim of minimising visual impacts. The design should use unobtrusive, modern, light materials such as glass panelling and slim frame elements, which would reduce visual bulk. The design for the new access stairs and lifts should also consider the following: o anti-throw screens should be constructed of the least obtrusive material possible to reduce visual impacts to Toongabbie Station and preserve views from the footbridge and stairs over Portico Park and the wider Toongabbie area o the construction of new canopies should use similar design materials and colour schemes as the existing footbridge and platform canopies The Milners’ Patent safe, timber counter, and book rack (moveable heritage) would be conserved and if relocation is required it should be kept in a safe and secure place during works and relocated back to the station building at completion of construction activities.
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It is recommended that a program of archival recording is undertaken. This recording should include a photographic record of the station building and setting of the station, including a record of views that would be modified by the Proposal. The recording should be undertaken in accordance with Heritage Council guidelines. As these elements have local heritage significance, the recording need only meet the minimum requirements for archival recording; measured drawings would not be necessary.
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8.0 REFERENCES
Kass, T and J McClymont 2010, Old Toongabbie and Toongabbie. Accessed online at: http://dictionaryofsydney.org/entry/old_toongabbie_and_toongabbie (4/03/2016).
New South Wales Railway Network, Main Western Line. Accessed online at: http://www.nswrail.net/lines/show.php?name=NSW:main_west (4/03/2016)
Oakes, J 2006, Sydney's Forgotten Quarry Railways. Australian Railway Historical Society, New South Wales Division.
Office of Environment and Heritage (OEH) 2008, Toongabbie Railway Station Group, Underbridge & Archaeological Remains. Accessed online at: http://www.environment.nsw.gov.au/heritageapp/ViewHeritageItemDetails.aspx?ID=4800268 (4/03/2016).
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Appendix G Arborist methodology and tree survey results
G.1 Ecological Impact and Tree Assessment An assessment of the trees and shrubs which occur within the proposed construction area at and adjacent to Toongabbie Station has been undertaken to identify trees that require removal, those that can be retained and to determine the likely significance of impacts of the Proposal on threatened biota listed under the NSW Threatened Species Conservation Act (TSC Act) and Commonwealth Environment Protection and Biodiversity Act (EPBC Act). The proposed demolition of existing ramps and construction of a disabled access structure on both sides of Toongabbie Station would require the removal of some trees growing along Portico Parade and Wentworth Avenue adjacent to the station. This appendix includes the arborist assessment methodology and offset requirements.
G.2 Tree assessment methodology Trees were assessed individually and the Safe Useful Life Expectancy (SULE) and Sustainable Retention Index Value (SRIV) determined. The SULE code is presented in Table G- 1 and the SRIV matrix is presented in Table G- 2. No diagnostic equipment was used. No aerial inspection (climbing) or tree root mapping was undertaken. In the interests of minimising harm, the trees were not tagged. The height and crown spread of trees were estimated and the diameter at breast height (DBH) measured using a forestry measuring tape. For each tree, the SULE and SRIV were determined based on the health and structure of the subject tree (after Barrell, 2001; IACA 2010). The estimate of a tree’s age was based on the definitions outlined by Draper and Richards (2009). Trees were considered young (Y) if they were judged to be of an age <20% of their life expectancy in situ. Trees of mature age (M) are defined as trees being aged between 20 to 80% of their life expectancy in situ, while trees aged >80% of their life expectancy in situ were described as over- mature (OM) (Draper & Richards, 2009). The calculation of the Tree Protection Zone (TPZ) was based on the tree’s DBH and the calculation of the Structural Root Zone (SRZ) was based on the difference between the tree's DBH and the diameter near the tree's base, as outlined in Australian Standard 4970 ‘Protection of Trees on Development Sites’ (SA, 2009). Searches were carried out for self-recruited native plants, including threatened plant species previously recorded or predicted to occur in the locality, within the garden bed containing Tree Group 2 and on the railway batters either side of the railway station. Fauna habitat assessments in the subject site included active searches for the following: — bird nests or other potential fauna roosts — tree hollows and evidence of use (e.g. worn edges, whitewash) — specific food trees and evidence of foraging — evidence of fauna activity, such as feeding scars, scratches and diggings — distinctive scats or pellets at the base of trees. Details of surveyed trees are presented in Figure G-1. All of the trees are exotic species which have been planted. Trees 1 and 3 are probably more than 50 years old, while all plantings in Tree Group 2 are probably less than 25 years old. All trees assessed are in good condition and form. The SULE value generated by the below Table G- 1 gives an indication of the time a tree is expected to be usefully retained: Adapted from Barrell (2001).
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Table G- 1 Safe useful life expectancy (SULE) matrix The SULE value generated by the below matrix gives an indication of the time a tree is expected to be usefully retained: Adapted from Barrell (2001).
1 Long SULE 2 Medium SULE 3 Short SULE 4 Removal 5 Move or Replace A Trees that appear to be retainable Trees that appear to be retainable Trees that appear to be retainable Trees which would be removed Trees which can be readily at the time of assessment for >40 at the time of assessment for 15 at the time of assessment for 5 to within the next 5 years. moved or replaced. years with an acceptable degree to 40 years with an acceptable 15 years with an acceptable of risk, assuming reasonable degree of risk, assuming degree of risk, assuming maintenance. reasonable maintenance. reasonable maintenance.
B Structurally sound trees located in Trees that may only live for 15-40 Trees that may only live for Dead, dying, suppressed or Small trees <5 (m) in height. positions that can accommodate years. another 5-15 years. declining trees. for future growth.
C Trees that could be made suitable Trees that could live for more Trees that could live for more Dangerous trees because of Young trees less than 15 years for retention in the long term by than 40 years but may be than 15 years but may be instability or loss of adjacent old but over 5m in height. remedial tree care. removed for safety or nuisance removed for safety or nuisance trees. reasons. reasons. D Trees of special significance that Trees that could live for more Trees that could live for more Dangerous trees because of would warrant extraordinary than 40 years but may be than 15 years but may be structural defects. efforts to secure their long term removed to prevent interference removed to prevent interference retention. with more suitable individuals or with more suitable individuals or to provide for new planting. to provide for a new planting. E Trees that could be made suitable Trees that require substantial Damaged trees not safe to retain. for retention in the medium term remedial tree care and are only by remedial tree care. suitable for retention in the short term. F Trees that could live for more than 5 years but may be removed to prevent interference with more suitable individuals or to provide for a new planting. G Trees that are damaging or may cause damage to existing structures within 5 years.
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Table G- 2 Sustainable Retention Index Value (SRIV)© SRIV Index (IACA 2009)
Age Vigour Class & Condition Class Class
Good Vigour & Good Vigour & Fair Condition Good Vigour & Poor Low Vigour & Good Low Vigour & Fair Condition Low Vigour & Poor Condition Good Condition (GVF) Condition Condition (LVF) (LVP) (GVG) (GVP) (LVG)
Able to be retained if Able to be retained if Able to be retained if May be able to be retained if May be able to be retained if Unlikely to be able to be sufficient space available sufficient space available sufficient space available sufficient space available sufficient space available retained if sufficient space above and below ground for above and below ground for above and below ground for above and below ground for above and below ground for available above and below future growth. future growth. future growth. future growth. future growth. ground for future growth. No remedial work or Remedial work may be Remedial work unlikely to No remedial work required, Remedial work or Remedial work or improvement to growing required or improvement to assist condition, but improvement to growing improvement to growing improvement to growing environment required. growing environment may improvement to growing environment may assist environment may assist environment unlikely to assist condition or vigour. Retention potential – assist. environment may assist. vigour. Retention potential – condition and vigour. Medium- Long Term Retention potential – Medium Retention potential – Short short Term. Retention potential – Short Retention potential – likely to Term Term. Potential for longer with Term. be removed immediately or Potential for longer with Potential for longer with remediation or more Potential for longer with retained for Short Term. remediation or more remediation or more favourable environmental remediation or more Potential for longer with favourable environmental favourable environmental conditions. favourable environmental remediation or more conditions. conditions. conditions. favourable environmental conditions.
Young Index value 9 Index value 8 Index value 5 Index value 4 Index value 3 Index value 1 (Y) Retention potential – Retention potential – Short – Retention potential – Short Retention potential – Short Retention potential – Short Retention potential – Likely to Medium – Long Term Medium Term. Term. Term. Term. be removed immediately or Likely to provide minimal Potential for longer with Potential for longer with Potential for longer with Potential for longer with retained for Short Term. contribution to local amenity improved environmental improved environmental improved environmental improved environmental Likely to provide minimal if height <5m conditions. conditions. conditions. conditions. contribution to local amenity High potential for future Likely to provide minimal Likely to provide minimal Likely to provide minimal Likely to provide minimal if height <5m. Low potential growth and adaptability. contribution to local amenity contribution to local amenity contribution to local amenity contribution to local amenity for future growth and Retain, remove or replace if height <5m if height <5m if height <5m if height <5m adaptability Medium-High potential for Low-medium potential for Medium potential for future Low-Medium potential for future growth and future growth and growth and adaptability. future growth and adaptability. Retain, remove adaptability. Retain, remove Retain, remove or replace adaptability. Retain, remove or replace or replace or replace
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Age Vigour Class & Condition Class Class
Mature Index value 10 Index value 9 Index value 6 Index value 5 Index value 4 Index value 2 (M) Retention potential – Retention potential – Medium Retention potential – Short Retention potential – Short Retention potential – Short Retention potential – Likely to Medium – Long Term Term. Term. Potential for longer Term. Term. be removed immediately or Potential for longer with with improved environmental Potential for longer with Potential for longer with retained for Short Term improved environmental conditions. improved environmental improved environmental conditions. conditions. conditions.
Over- Index value 6 Index value 5 Index value 4 Index value 3 Index value 2 Index value 0 mature Retention potential – Retention potential – Medium Retention potential – Short Retention potential –Short Retention potential – Short Retention potential – Likely to (O) Medium – Long Term Term Term Term. Potential for longer Term be removed immediately or with improved environmental retained for Short Term conditions.
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Figure G-1 Tree group
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Table G- 3 Tree Table
Tree Species Common Name Heigh Dia. DBH Age Health1 Structure2 SULE3 SRIV4 TPZ Comments Group t (m) Spread (m) Class radius (m) No. (m. radius) D. at SRZ base 1 Syzygium (syn. Lilly Pilly 5 (av.) 2.5 (av.) 0.22 Early Good Good 2A YGVG-9 2.64 Also, one necrotic Acmena) smithii x6 (av.) Mature 1.94 specimen at western end 0.28 (av.) 2 Eucalyptus tereticornis Forest Red Gum 11 5 (av.) 0.31 M Good Good 2A MGVG10 3.7 Great variation in height
x 6 (av.) (av.) 2.2 and canopy size, possibly 0.38 in response to location (av.) 3 *Cinnamomum Camphor Laurel 10 5 0.34 M G G 5A MGVG10 4.08 Environmental Weed; camphora o.39 2.23 Growing up against existing access structure Syzygium (syn. Lilly Pilly 4 (av.) 1.5 (av.) 0.14 Early Modera Moderate 3A YGVP5 1.7 Suppressed growth from Acmena) smithii X 5 (av.) Mature te 1.6 adjacent trees, especially (Note: Tree Group 3 0.17 Camphor Laurel also includes trees (av.) Trees growing in adjacent growing in the adjacent rail reserve include: rail reserve as Angophora floribunda, indicated in the *Callistemon viminalis, comments column) *Hibiscus mutabilis, *Acacia saligna, Melaleuca styphelioides and *Cinnamomum camphora 4 Eucalyptus tereticornis Forest Red Gum 13 6 (av.) 0.35 M G G 2A MGVG10 4.2
x 6 (av.) (av.) 2.25 0.40 (av.) 5 *Lophostemon Brush Box 10 4 (av.) 0.33 M G G 2A MGVG10 3.96 Growing in small beds – confertus x 3 (av.) (av.) 2.18 most of TPZ under seal 0.37 (av.)
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Tree Species Common Name Heigh Dia. DBH Age Health1 Structure2 SULE3 SRIV4 TPZ Comments Group t (m) Spread (m) Class radius (m) No. (m. radius) D. at SRZ base 6 *Lophostemon Brush Box 3- 10 4 (av.) 0.27 M G G 2A MGVG10 3.24 New concrete footpaths confertus x 6 (av.) 2.08 being installed, leaving 0.33 small open space at base (av.) of trees. 7 *Lagerstroemia indica x Crêpe Myrtle 5 (av.) 3 (av.) Multi M G G 2A MGVG9 3
6 0.29 1.97 8 *Lophostemon Brush Box 9 (av.) 3 (av.) 0.29 M G G 2A MGVG9 3.5 Includes 2 in footpath confertus x 8 (av.) 2.1 0.34 (av.) *Lagerstroemia indica x Crêpe Myrtle 6 (av.) 3 (av.) Multi M G G 2A MGVG9 3
2 0.29 1.97 *Triadica sebifera x 6 Chinese Tallow 5 (av.) 2 (av.) 0.24 M G G 5A MGVG9 2.9 Environmental Weed wood 0.27 1.9 Syzygium australe Brush Cherry 10 5 0.44 M G G 1A MGVG10 5.29 Fine specimen 0.49 2.49 *Callistemon viminalis Creek 11 4 0.24 M G G 2A MGVG9 5.76
x 2 Bottlebrush (av.) x 2.15 2 0.36 9 Banksia integrifolia Coast Banksia 8 (av.) 2.5 (av.) Multi M G G 2A MGVG9 3 integrifolia subsp. x 4 0.29 1.97 *Lophostemon Brush Box 9 (av.) 3 (av.) 0.29 M G G 2A MGVG9 3.5 confertus x 5 (av.) 2.1 0.34 (av.)
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Tree Species Common Name Heigh Dia. DBH Age Health1 Structure2 SULE3 SRIV4 TPZ Comments Group t (m) Spread (m) Class radius (m) No. (m. radius) D. at SRZ base *Lagerstroemia indica x Crêpe Myrtle 4 (av.) 2 (av.) Multi M G G 2A MGVG9 3
4 0.19 1.97 10 *Cupaniopsis Tuckeroo 4 (av.) 1.5 (av.) 0.12 EM G M 2A YGVG9 1.44 Most have co-dominant anacardioides x 6 (av.) 1.5 leaders 0.15 Elaeocarpus reticulatus Blueberry Ash 2 (av.) 0.5 (av.) 0.06 EM G M 2A YGVG9 1
x 2 0.08 1.15 Note * not indigenous to Holroyd or Parramatta City Council LGAs (see James et al. 1999). Note 1: EM = Early Mature; M = mature 2: G = Good; M = Moderate 3: See SULE matrix Appendix A 4: See SRIV matrix Appendix B
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G.3 Offset Requirement Landscape planting to offset the removal of planted and self-recruited trees in construction areas would be undertaken in accordance with TfNSW’s Vegetation Offset Guide (TfNSW, 2013d) and the requirements for offsetting individual trees or groups of trees that do not form part of a native vegetation community. The nine trees earmarked for removal would be offset with a minimum of twenty trees as indicated in Table G-4 below. The offset would comprise 4 medium trees to replace the 1 mature tree to be removed and 16 small trees to replace the 8 small trees to be removed. Any additional clearing would also require offset tree planting in accordance with the Vegetation Offset Guide (TfNSW, 2013). Table G-4 Offsetting for individual tree removal
Tree Location Tree Type Number of Replacement Offset (no. to individuals no. be planted) to be removed
Tree Group 3 Wentworth Medium tree 1 4 4 Avenue, Camphor Laurel adjacent to existing pedestrian access structure
Tree Group 3 Wentworth Small tree 6 2 12 Avenue and 2 Lilly Pilly rail reserve, (on footpath) adjacent to existing
pedestrian 2 Creek Bottlebrush; access structure 2 Camphor Laurel; (in railway reserve)
Tree Group 6: Portico Small tree 2 2 4 Parade, Brushbox adjacent to existing pedestrian access structure
Total 9 Total 20 Individuals to individuals to be removed be replaced
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The suite of species selected for offset planting should either reflect the extant suite of species, or consideration should be given towards the planting of tree and shrub species which are indigenous to the area. The following indigenous trees and shrubs are considered appropriate in this regard: Medium trees (4 required): Lilly Pilly (Syzygium [syn. Acmena] smithii) Black Oak (Allocasuarina littoralis) Rough-barked Apple (Angophora floribunda) Ironwood (Backhousia myrtifolia) Small Trees/Shrubs (16 required): Bottlebrush (Callistemon linearis) Blackthorn (Bursaria spinosa) Hop Bush (Dodonaea viscosa subsp. cuneata) Snow in Summer (Melaleuca linariifolia) Brush Daphne (Pittosporum undulatum) A suitable site(s) for offset planting should be identified in consultation with council, and/or the owner of the land upon which the vegetation is to be planted. Planting should occur in areas close to the impact area as far as possible. A Landscape Plan which outlines proposed offset planting should be presented to Council and community groups for approval.
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