Albion Park Rail bypass Environmental impact statement Technical Paper 9 – Socio-economic

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Contents

Executive Summary ...... 1 1. Introduction ...... 6 1.1 Context of the Project ...... 6 1.1.1 Background ...... 6 1.1.2 Current Issues...... 6 1.1.3 Future without the project ...... 7 1.2 Project Overview...... 7 1.2.1 Description ...... 7 1.2.2 Key features ...... 9 1.3 Purpose of this Report ...... 10 1.4 Study Area ...... 11 1.5 Methodology ...... 12 1.5.1 Scoping ...... 13 1.5.2 Baseline Analysis ...... 13 1.5.3 Assessment...... 14 1.5.4 Community consultation...... 15 1.5.5 Mitigation Measures...... 16 1.6 Limitations ...... 16 2. Socio-Economic Environment ...... 17 2.1 Socio-economic Policy Framework...... 17 2.1.1 State ...... 17 2.1.2 Regional ...... 18 2.1.3 Wollongong LGA ...... 19 2.1.4 Shellharbour LGA ...... 20 2.2 Existing Settlement Pattern ...... 23 2.2.1 Regional Context ...... 23 2.2.2 Local Government Areas...... 24 2.2.3 Study Area ...... 25 2.2.4 Transport and access...... 27 2.3 Future Development ...... 28 2.3.1 Growth areas ...... 28 2.3.2 Population projections ...... 31 2.4 Population and Housing Profile ...... 32 2.4.1 Albion Park Rail ...... 33 2.4.2 Albion Park...... 41 2.4.3 Dunmore ...... 46 2.4.4 Shellharbour Oak Flats...... 50 2.4.5 Haywards Bay...... 56 2.4.6 Comparison of Characteristics ...... 61 2.5 Community Structure and Infrastructure ...... 63 2.5.1 Key Activity Centres ...... 63 2.5.2 Cultural facilities ...... 65 2.5.3 Community Facilities...... 69

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2.5.4 Recreation facilities ...... 78 2.5.5 Key paths of travel, community movement and interaction patterns ...... 83 2.5.6 Community values ...... 83 2.6 Implications ...... 86 3. Local and regional industry and commercial activities ...... 89 3.1 Illawarra Region ...... 89 3.2 Local Government Areas ...... 89 3.3 Study Area ...... 93 3.3.1 Retail Business and Commercial Industry ...... 93 3.3.2 Tourism ...... 106 3.3.3 Agriculture ...... 110 3.3.4 Quarrying ...... 114 3.3.5 Key economic trends ...... 115 3.3.6 Implications...... 115 4. Assessment of Likely Impacts ...... 117 4.1 Social impact on property and land use ...... 117 4.1.1 Anticipated and unanticipated change in land use ...... 119 4.1.2 Social impacts of change in land uses ...... 121 4.2 Effect on population and demography ...... 123 4.3 Effect on community movement and interaction ...... 12 3 4.3.1 Access to major centres in and around the region ...... 123 4.3.2 Access to Study Area facilities and services ...... 125 4.3.3 Local Accessibility ...... 126 4.3.4 Relationship with new development ...... 128 4.3.5 Effect on cyclists and pedestrians ...... 129 4.4 Effect on local identity and character ...... 130 4.5 Effect on community cohesion ...... 131 4.6 Effect on Croom Regional Sporting Complex ...... 132 4.6.1 Design Process ...... 132 4.6.2 Direct Impacts ...... 136 4.6.3 Indirect Impacts ...... 139 4.7 Amenity impacts ...... 140 4.8 Business and economic impacts ...... 142 4.8.1 Retail, commercial and industrial businesses ...... 142 4.8.2 Tourism ...... 146 4.8.3 Agriculture ...... 146 4.8.4 Quarrying ...... 147 4.8.5 Employment Impacts ...... 148 4.9 Impacts on the wider community ...... 148 4.10 Construction Impacts ...... 149 4.10.1 Land Use ...... 149 4.10.2 Community Movement and Interaction ...... 150 4.10.3 Local identity and character ...... 151 4.10.4 Community cohesion ...... 151 4.10.5 Croom Regional Sporting Complex ...... 151 4.10.6 Amenity ...... 152 4.10.7 Impacts on businesses during construction...... 153

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4.10.8 Impacts on the wider community ...... 154 5. Development of Mitigation Measures ...... 155 5.1 Community Engagement ...... 155 5.2 Detailed Design and Pre-Construction Activities ...... 155 5.3 Construction ...... 156 5.3.1 Land Use ...... 156 5.3.2 Community movement and interaction ...... 156 5.3.3 Local identity and character ...... 157 5.3.4 Recreation ...... 157 5.3.5 Amenity ...... 157 5.3.6 Business and economic activity ...... 158 5.3.7 Impacts on the wider community ...... 159 5.4 Operation ...... 159 5.4.1 Amenity ...... 159 5.4.2 Access and connectivity ...... 159 5.5 Potential Opportunities for Other Stakeholders ...... 160 References ...... 161 Appendix 1: Demographic Summary Table ...... 168 Appendix 2: Business Impact Assessment report ...... 172

List of Tables Table 1.1. Key features of the project ...... 9 Table 1.2. Secretary’s Environmental Assessment Requirements relevant to this report ...... 11 Table 2.1. Population projections, Shellharbour LGA and Wollongong LGA, 2013p-2031 ...... 31 Table 2.2. Population projections, Small Areas, 2011-2031 ...... 32 Table 2.3. Estimated resident population, Albion Park Rail, Shellharbour LGA and NSW, 2003-2013 ...... 34 Table 2.4. Income, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 39 Table 2.5. Industry of employment, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 40 Table 2.6. Income, Albion Park, Shellharbour LGA and NSW, 2011 ...... 45 Table 2.7. Industry of employment, Albion Park, Shellharbour LGA and NSW, 2011 ...... 46 Table 2.8. Income, Dunmore, Shellharbour LGA and NSW, 2011 ...... 49 Table 2.9. Industry of employment, Dunmore, Shellharbour LGA and NSW, 2011 ...... 50 Table 2.10. Estimated resident population, Shellharbour-Oaks Flats, Shellharbour LGA and NSW, 2003-2013...... 51 Table 2.11. Income, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011 ...... 54 Table 2.12. Industry of employment, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011 .... 56 Table 2.13. Income, Haywards Bay, Shellharbour LGA, Wollongong LGA and NSW, 2011 ...... 60 Table 2.14. Industry of employment, Haywards Bay, Shellharbour LGA, Wollongong LGA and NSW, 2011...... 61 Table 2.15. Cultural facilities ...... 65 Table 2.16. Community facilities ...... 69 Table 2.17. Recreation facilities ...... 78 Table 3.1. Industry of employment for people working in Wollongong LGA, 2011 ...... 90 Table 3.2. Industry of employment for people working in Shellharbour LGA, 2011 ...... 91 Table 3.3. Occupations of people working in Shellharbour LGA, 2011 ...... 92 Table 3.4: Number of Businesses within the Study Area ...... 96

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Table 3.5: Number of Businesses by Industry, 2012 ...... 97 Table 3.6: Estimated Retail Floorspace by Centre and Commodity Type ...... 102 Table 3.7: SGS Assumed Floorspace per Job Benchmarks ...... 102 Table 3.8: Employment within Study Area locations (by Industry), 2011 and 2016 (projected) ...... 104 Table 3.9. Key tourism measures, Shellharbour LGA, four year annual average to September 2013 ...... 107 Table 3.10. Tourist purpose of visit and origin, Shellharbour LGA, four year annual average to September 2013 ...... 107 Table 3.11. Accommodation providers, Shellharbour LGA, 30 September 2011 ...... 108 Table 3.12. Agricultural production value, Illawarra SA4, 2012-13 ...... 111 Table 3.13. Number of farms by commodity, Illawarra SA4, 2012-13 ...... 111 Table 3.14. Farm area and number of dairy farms, Shellharbour LGA and Illawarra Region, 1961 and 1978...... 112 Table 3.15. Milk cattle and number of dairy farms, Illawarra SD and SLAs, 2000-01 to 2010-11 ..... 112 Table 4.1. Proposed impacts and offsets on uses/user groups within Croom Regional Sporting Complex ...... 136

List of Figures Figure 1.1 Project Overview ...... 8 Figure 1.2. Map of area boundaries used in analysis ...... 12 Figure 2.1. Map of southern part of the Illawarra Region ...... 24 Figure 2.2. Population density map (population per km2), Localities and surrounds, 2011 ...... 33 Figure 2.3. Population pyramids, Albion Park Rail, compared to Shellharbour LGA and NSW, 201134 Figure 2.4. Household type, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 35 Figure 2.5. Dwelling tenure, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 36 Figure 2.6. Need for assistance by age group, Albion Park Rail, Shellharbour LGA and NSW, 2011 37 Figure 2.7. Vehicles per household, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 37 Figure 2.8. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social-Disadvantage (IRSD), SA1 level for Australia, 2011 ...... 38 Figure 2.9. Unemployment by Age Group, Albion Park Rail, Shellharbour LGA and NSW, 2011 ...... 39 Figure 2.10. Unemployment rate, Smoothed Quarterly, Albion Park Rail and Shellharbour LGA, Dec 2010-Sep 2014 ...... 40 Figure 2.11. Population pyramids, Albion Park, compared to Shellharbour LGA and NSW, 2011 ..... 41 Figure 2.12. Household type, Albion Park, Shellharbour LGA and NSW, 2011 ...... 42 Figure 2.13. Dwelling tenure, Albion Park, Shellharbour LGA and NSW, 2011 ...... 43 Figure 2.14. Vehicles per Household, Albion Park, Shellharbour LGA and NSW, 2011...... 43 Figure 2.15. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social-Disadvantage (IRSD), SA1 level for Australia, 2011 ...... 44 Figure 2.16. Population pyramids, Dunmore, compared to Shellharbour LGA and NSW, 2011 ...... 47 Figure 2.17. Household type, Dunmore, Shellharbour LGA and NSW, 2011 ...... 48 Figure 2.18. Dwelling tenure, Dunmore, Shellharbour LGA and NSW, 2011 ...... 48 Figure 2.19. Vehicles per Household, Dunmore, Shellharbour LGA and NSW, 2011 ...... 49 Figure 2.20. Population pyramids, Shellharbour-Oak Flats, compared to Shellharbour LGA and NSW, 2011 ...... 51 Figure 2.21. Household type, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011 ...... 52 Figure 2.22. Dwelling tenure, Shellharbour-Oaks Flats, Shellharbour LGA and NSW, 2011 ...... 53 Figure 2.23. Vehicles per Household, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011 ... 53 Figure 2.24. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social-Disadvantage (IRSD), SA1 level for Australia, 2011 ...... 54

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Figure 2.25. Unemployment rate, Smoothed Quarterly, Shellharbour-Oak Flats and Shellharbour LGA, Dec 2010-Sep 2014 ...... 55 Figure 2.26. Population pyramids, Haywards Bay, compared to Shellharbour LGA, Wollongong LGA and NSW, 2011 ...... 57 Figure 2.27. Household type, various Localities, 2011 ...... 58 Figure 2.28. Dwelling tenure, various Localities, 2011 ...... 59 Figure 2.29. Vehicles per household, various Localities, 2011 ...... 59 Figure 2.30. Map of cultural facilities in the Study Area ...... 67 Figure 2.31. Map of community facilities in the Study Area (Community Centres, Libraries, Health and Emergency Services) ...... 76 Figure 2.32. Map of community facilities in the Study Area (Schools, Facilities for Children, Facilities for Older People) ...... 77 Figure 2.33. Map of recreation facilities in the Study Area ...... 82 Figure 3.1. Unemployment, Shellharbour LGA, Wollongong LGA and NSW, 2010-2014 ...... 92 Figure 3.2: Main Retail Centres ...... 94 Figure 3.3: Main Retail Locations within the Study Area ...... 99 Figure 3.4: Journey to Work data collection areas ...... 106 Figure 3.5. Illawarra Tourism Route ...... 109 Figure 3.6. Biophysical strategic agricultural land...... 113 Figure 4.1. Land Use Property Impacts ...... 118 Figure 4.2. Effect on land uses outside LEP Corridor ...... 120 Figure 4.3. Croom Regional Sporting Complex Structure Plan and proposed Albion Park Rail Bypass Project ...... 133 Figure 4.4. Croom Regional Sporting Complex Master Plan...... 134 Figure 4.5. Croom Regional Sporting Complex Concept Plan ...... 135

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Executive Summary

This report provides a Socio-Economic Impact Assessment of the project to extend the Princes Motorway between Yallah and Oaks Flats to bypass Albion Park Rail. It forms part of an Environmental Impact Statement for the project prepared under Part 5.1 of the (NSW) Environmental Planning and Assessment Act 1979.

The Study Area for the socio-economic assessment has been based on nearby communities that have the potential to experience changes to socio-economic conditions as a result of the project. Community and stakeholder consultation has been an integral part of project planning since the mid-1990s. Following the release of a Road Corridor Review report in 2013, a range of communication and consultation activities were undertaken to inform the community about the project and seek feedback.

Following the Road Corridor Review, Roads and Maritime Services prepared a concept design and selected a preferred project in 2014. Community and stakeholder engagement was subsequently carried out on the preferred option during a display period in October/November 2014. Roads and Maritime Services considered this feedback during the concept design and it has been taken into account in preparing this assessment.

The social impact assessment involved:

 Identification of the range of issues of concern relevant to the socio-economic environment of the project and the nature of the likely potential impact of the project  Description and analysis of the existing socio-economic environment of the project to provide an understanding of the potentially affected groups or communities  An assessment of potential changes to existing socio-economic conditions during operation and construction of the project  Recommended mitigation measures to enhance the project’s positive benefits and avoid, manage or mitigate its potential negative socio-economic impacts.

A separate Business Impact Assessment was carried out and is appended to the report. In defining the existing business environment and patterns of business use, the following tasks additional to the above were carried out:

 A survey of land uses and businesses  A survey of vehicles parking at three locations within the Study Area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the Study Area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the Study Area, to understand their businesses, their views on the proposal and the extent of perceived impacts.

The socio-economic assessment was prepared in accordance with the requirements of a “’comprehensive’” level of assessment as described in the Environmental Impact Assessment Practice Note – Socio-economic impact assessment (EIA-NO5) (Roads and Maritime Services, 2013).

Socio-economic Impacts On Operation

On operation, the assessment found that:

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 There would be some adverse social impacts on property and land use associated with land acquisition for the project. This would include disruption, stress and uncertainty of partial acquisition of three land parcels used for two industrial/commercial businesses near Haywards Bay and the stress and anxiety associated with total acquisition of the land parcels used by three businesses near the junction of the Princes Highway and Illawarra Highway.

High socio-economic impacts of land acquisition would fall on agricultural land users, particularly lands used for dairying. The project has created substantial stress, anxiety and concern in relation to this impact, and the potential impact on dairying would have high family and district socio-economic impacts. It could contribute to the decline of dairying and rural values in the district, which are important to both long-term rural residents and urban dwellers.

There would be a small impact on grazing and an important effect on the potential loss of horse agistment in the area. Three rural residential properties would be partially affected near the Illawarra Highway which did not anticipate being impacted, causing stress and concern.

Overall the socio-economic impact arising from direct land use impacts, other than on agricultural uses, would be relatively low. This has occurred because of the early identification of the corridor, and the design of the project largely within this corridor, as far as has been possible.

 The project would benefit the community by facilitating local movement to and from major centres in and around the region, improve access to local facilities and services by a reduction in through traffic and improved separation of through trips and local traffic, reduce the frustration and delays of local congestion and improve local safety. It would cause inconvenience and disruption to residents in the Jarrah Way area, and businesses in the Central Business Park, through the closure of Woollybutt Drive and Durgadin Drive. This may result in a feeling of inequity by these local residents in the light of potential amenity impacts they could experience.

The project would enhance cyclists’ access to community facilities by providing improved cycling and pedestrian facilities, improve connectivity within the city especially north-south by the addition of 2.5 metre shoulders on the motorway, and complete the ‘missing links’ in the current shared use path strategy. This would assist the potential for cycling and walking to become feasible forms of transport around the Study Area, potentially facilitate bicycle tourism and commuting, and expand the opportunities provided for active and healthy living.

 Community values, particularly local identification with a rural lifestyle, views and scenery would be retained, and a major improvement in the character of highway communities could be anticipated to occur with the removal of the highway through the centre of urban areas.

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 Community cohesion in highway communities may be improved by the bypassing of Albion Park Rail. Some decreased perception of regional cohesion may occur with Albion Park; however functionally, linkages would be maintained and potentially be improved by reduced traffic on Tongarra Road.

 There would be direct and indirect impacts on Croom Regional Sporting Complex and overall, the nature of Croom Regional Sports Complex would undoubtedly change substantially with the construction and operation of the motorway. However sporting facilities directly impacted by the bypass project would be replaced with similar facilities, as well as a commitment to maintain the continued operation of sporting facilities and uses during construction of the project.

This has resulted in the provision of a number of facilities which replace older facilities, and would result in an improved standard of facilities in the complex generally. Several clubs would benefit from new and improved facilities, including new amenities buildings, formalised car parking where only informal or overflow parking existed, and new sporting facilities. There would be physical, perceptual and visual changes to connectivity between the northern and southern parts of the complex; however relatively little change in terms of functionality.

It would further appear that both user groups and Council have endorsed the concept plan which has developed, and been able to capitalise on the opportunity to plan for future expansion and upgrading. Given the agreement of the key stakeholders in the complex, it could be anticipated that it would be acceptable to the wider community.

 Some areas near the project would experience multiple adverse amenity impacts. The residential areas around Oaks Street/Jarrah Way, and the residential areas around Terry and Tongarra Streets Albion Park would experience moderately high impacts on their amenity. The Larkins Lane area, rural residential properties along the Illawarra Highway, the Ravensthorpe property and areas of Albion Park overlooking the project would all incur noise exceedances which without appropriate mitigation, could lead to annoyance and a loss of amenity, particularly in rural residential areas.

Should the project not be built, lower level noise from the Princes Highway would extend much further than present by 2030 and many of these areas (and others) would still be affected by traffic noise in some way. Likewise, without the project noise levels along the existing Princes Highway would be further exacerbated. Even with the project, noise levels in the existing Princes Highway corridor would be high by 2030.

 Impacts on retail and commercial businesses would occur to those relying on highway dependent trade, including a motel, seven service stations, as well as numerous takeaway food stores, cafes and restaurants. This may lead to the closure of a number of businesses. However it is considered likely that the retail offer at the Albion Park Rail neighbourhood centre would remain diverse and trade, while lower, would be at sustainable levels. Any business lost would not be an anchor business and their loss would not affect other trade

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in the centre. The bypassing of Albion Park Rail could be utilised as an opportunity for positive renewal of the suburb, Albion Park is considered unlikely to be negatively impacted in business terms by the project.

While access to the Central Business Park would be reduced by the closure of Durgadin Drive, improvements in travel times could increase the attraction and competitiveness of the business park within the northern part of its trade area. The existing highway could develop an increased focus for local business with the easing of traffic congestion and by providing the access to Masters. This could assist these businesses by better associating it with the highway. Overall while some patterns of movement and trade in this business park may change and cause some temporary inconvenience, it is not anticipated that trade would be adversely permanently affected.

There may be a positive impact on tourism throughout the district, predominantly due to improved travel times. There would be no socio-economic impact on quarrying.

 While there would be some loss of employment through closure of businesses and reduction of trading hours at highway dependent businesses, the project itself would provide construction employment, multiplier effects would act to stimulate local jobs and local businesses,

 There would be substantial social and economic benefits to the travelling public. The negative social impacts on the wider community of “’Doing Nothing” are considered to be high and the social benefits of the project are considered substantial and long lasting.

Socio-economic Impacts During Construction

During construction, a number of adverse socio-economic impacts would occur, including:

 Minor social impacts would accrue from temporary disruption and change. Where temporary access changes are required, access arrangements would be discussed and implemented with early notification to affected communities and businesses. This should help to minimise concern and worry among residents. It may result in some inconvenience for a short period of time. Ancillary sites that are in rural areas or visible to the community are likely to cause some visual impacts in that they appear out of place in the environment.

 There would be some temporary changes to community movement patterns. However the attitude of many local residents and businesses is that the project needs to be built urgently. Progress toward resolving the congestion, delays and road conditions which they currently experience would be likely, on the whole, to be perceived as a positive move. This may outweigh temporary inconvenience and disruption.

 Construction activities would introduce new facilities, vehicles and workers into the area which may temporarily act to change the perception of the district as having a quiet, rural lifestyle. They may lead to the perception of a busier, industrious area. This would be particularly incongruent in rural areas. However these changes would be temporary and in the case of many members of the community, would be seen to provide evidence that the congestion and issues associated with the existing highway would finally be resolved.

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 It would be the objective of Roads and Maritime to relocate all affected user groups within Croom Regional Sporting Complex before construction of the motorway begins. A staging plan would be developed to minimise impacts on those sporting groups directly impacted. This would result in the least possible disruption, inconvenience and amenity impacts on user groups.

Construction would cause some temporary downgrading of the appearance of the complex. Users would be expected to experience some feelings of dislocation during the construction of the motorway and changes associated with it, andpotentially some inconvenience, but would enjoy new facilities and gradually become accustomed to the changes over time. There would be some disruption to pedestrian and cycling facilities which may be inconvenient for users and may be some minor delays during construction of the new traffic entry arrangements.

 Some loss of amenity in areas surrounding the project would be experienced in areas close to construction sites during construction which could cause temporary loss of amenity, inconvenience and annoyance.

 The impact of the construction of the project on retail, commercial and industrial businesses would be anticipated to be minor and appropriate management plans would be applied to mitigate the impact. There may be minor impacts on tourism as tourists became accustomed to the new route. There may be some delay in tourism benefits accruing to Albion Park while tourists find their way to this destination.

The impact of construction activities on quarrying and agricultural businesses, and particularly on dairying, would be complex and subject to appropriate management plans and ongoing consultation.

 The travelling public may experience some disruption and minor delays during the construction period. However generally these would be anticipated with major construction works. The prospect of overcoming of the major delays experienced at the present time through Albion Park Rail would be expected to outweigh temporary inconvenience felt.

A number of mitigation measures are recommended to minimise adverse impacts and enhance positive benefits of the project.

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1. Introduction

Roads and Maritime Services New South Wales (Roads and Maritime) is planning an extension of the Princes Motorway between Yallah and Oaks Flats to bypass Albion Park Rail (the project).

This report is a Socio-Economic Impact Assessment (SEIA) of the project.

1.1 Context of the Project 1.1.1 Background The background to the project was outlined by Roads and Maritime in a Road Corridor Review Summary dated December 2013.

In the mid-1990s, the then Roads and Traffic Authority undertook a study which identified a preferred route for the bypassing of Albion Park Rail. To reserve land for this route, a road corridor was included in the Wollongong and Shellharbour City Council Local Environmental Plans (LEP’s). This LEP corridor protected the route from development and reserved land for the road.

In 2013 Roads and Maritime reviewed the road corridor and confirmed the reserved LEP corridor would be suitable for a bypass of Albion Park Rail. The review also found that if no action was taken to improve traffic flow on the Princes Highway, substantial increases in congestion, travel times, and crashes could be expected in the near future.

In 2014 the New South Wales Government allocated $1 million to progress investigations and planning for the project, which is consistent with the New South Wales Long Term Transport Master Plan (New South Wales (NSW) Government, 2012).

Community and stakeholder consultation has been an integral part of project planning since the mid-1990s. Following the release of the Road Corridor Review report by Roads and Maritime Services in 2013, a range of communication and consultation activities were undertaken to inform the community about the project and seek feedback.

Following the Road Corridor Review, Roads and Maritime began concept design and the selection of a preferred project in 2014. Community and stakeholder engagement was subsequently carried out on the preferred option during a display period from the 28 October 2014 to 24 November 2014. The Preferred Option Community Feedback Report (Roads and Maritime Services, 2015) provides a summary of the comments received, and suggestions and questions raised by stakeholders and the community. Feedback was received via the project information line, project email, letters, three community information sessions, three information stands at local shopping centres and the Camp Quality Convoy event, and a number of stakeholder meetings.

Roads and Maritime considered this feedback during the concept design and environmental assessment of the project.

1.1.2 Current Issues The Princes Motorway/ Princes Highway between Yallah and Oak Flats is affected by:  Heavy congestion – particularly during the morning and afternoon peak periods and in peak holiday periods. Traffic numbers and delays are increasing

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 Development – since 1996 the Illawarra population has grown substantially. Within the next 30 to 50 years development is planned at Calderwood, West Dapto, Tullimbar and Tallawarra. This will add up to 30,000 new home sites and increase traffic volumes along the existing route  Flooding – causes the full closure of the Princes Highway and Illawarra Highway for an average of 0.5 and 4.5 days a year, respectively  Inconsistent driving conditions – motorists experience a high-speed environment north of Yallah and south of Oak Flats. Lower speeds are experienced in between the two suburbs. The change of conditions creates frustration and reduces travel efficiency  Town bypass – The bypass of Berry will be completed by 2018, leaving Albion Park Rail as the only town between Heathcote in Sydney and Bomaderry just north of Nowra that has not been bypassed. Albion Park Rail has the only traffic lights on the Princes Motorway/ Princes Highway between Heathcote and Bomaderry  Road safety – the Princes Highway between Yallah and Oak Flats is experiencing a high and increasing number of crashes. The frequency of crashes is expected to worsen as traffic on the highway increases in future years.

1.1.3 Future without the project Without the construction of the project, the future situation is predicted to be as follows:

 Major congestion during peak periods at a number of key intersections in the next five years, extending to a large part of the day over the next 20 years  Travel times on the route would substantially increase  The number of vehicle crashes is expected to increase  Substantial additional development is planned in the surrounding area that would worsen current traffic conditions.

1.2 Project Overview 1.2.1 Description An overview of the project and the site boundaries is shown on Figure 1.1. The project would provide a 9.8 kilometre extension of the Princes Motorway between Yallah and Oaks Flats to bypass Albion Park Rail. The project would complete the ‘missing link’ for a high standard road between Sydney and Bomaderry.

It would provide easy access to Dapto, Albion Park and Oak Flats, have two lanes in each direction with median separation and have capacity for additional lanes. It is expected to be signposted at 100 kilometres per hour.

The northern end of the proposed motorway would connect to the existing Princes Motorway at Yallah; traversing south and crossing the Macquarie Rivulet west of the existing Princes Highway. South of the Macquarie Rivulet the route would generally follow the existing Illawarra Highway alignment, running to the west of the Illawarra Regional Airport.

The route would then continue south between Albion Park and Albion Park Rail, crossing Tongarra Road. In the south, the route would skirt the southern side of the Croom Reserve, passing through the north eastern section of the Croom Regional Sporting Complex. The route would then head east following the existing East West Link alignment before connecting into the existing Princes Highway at the Oak Flats interchange.

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Figure 1.1 Project Overview

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1.2.2 Key features Key features of the project are presented in Table 1.1.

Table 1.1. Key features of the project

Feature Description

Lanes There would be a motorway with two lanes in each direction divided by a median (with capacity to upgrade to three lanes in each direction in future).

Route The route is shown in Figure 1.1.

Interchanges Three interchanges provided at Yallah, Albion Park and Oak Flats would connect the local road network with the motorway.

Bridges The following bridges would be provided: . Bridges to carry the motorway over Duck Creek, Macquarie Rivulet and Frazers Creek . Bridges to carry the motorway over the Princes Highway and Tongarra Road . A bridge to carry the motorway over the South Coast Rail Line . Bridges to carry local roads, and ramps over the motorway . Bridges to provide floodwater conveyance and flood relief.

Local road An upgrade to Yallah Road, between Larkins Lane and the Princes Highway at changes or Yallah, would be undertaken as part of this project. upgrades Other changes and upgrades to the local road network would include minor realignments and creation of cul-de-sacs.

Pedestrian and Improved pedestrian and cycle connections are proposed as part of the project. bicycle Shared use path crossings are proposed in all locations where the motorway and connections local roads cross. Cyclists would be able to use the motorway shoulders in both directions, accessible via the motorway ramps. The motorway would have controlled access fencing to prevent pedestrians from accessing the road corridor.

Drainage The following drainage elements would be provided: . Network of gutters, channels, pipes and pits to collect and convey stormwater by gravity to the point of discharge into receiving waters . Scuppers and carrier pipes to convey stormwater from bridged sections to the bridge supports . Detention basins, vegetated swales, sediment traps, oil interceptors etc where required.

Emergency Emergency stopping bays would be provided along the mainline at a spacing of access and one to two kilometres. management Maintenance access would be provided to bridge abutments, basins, utilities and facilities cut benches. Access tracks would generally originate from emergency stopping bays.

Detention Basins Adjustments to the Green Meadows Detention Basin would ensure an appropriate level of flood storage would be maintained. An additional detention basin is proposed adjacent to Croome Road to mitigate flooding impacts in low level flood events.

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Feature Description

Noise barriers Noise barriers between the motorway and sensitive receivers would be required in some locations to reduce noise impacts.

Lighting Lighting would be provided as required for safety reasons. Typically this would be limited to busy entry and exit ramps and the local road network.

Landscape and Landscape and urban design treatments would integrate the project with the urban design surrounding environment.

Croom Regional Directly impacted sporting facilities at the Croom Regional Sporting Complex Sporting would be replaced, including sporting fields and associated amenities. Complex Changes would be made to the southern access of the sporting complex. There would be new and reconfigured internal roads, pedestrian/cycle paths and parking provided.

Construction The key construction activities would include: activities and . Mobilisation and site establishment temporary ancillary facilities . Clearing, grubbing and topsoil stripping, including clearing all areas within the site boundary (except within the nominated environmental protection areas), temporary work areas and local work areas . Demolition of existing roads and buildings . Bulk earthwork and haulage of materials . Construction of the road pavement . Construction of drainage structures . Construction of bridges (this would likely include heavy vehicle deliveries of over-size loads) . Relocation and construction of sporting facilities . Changes to property access . Signposting . Installation of lighting and roadside furniture . Landscaping, waste disposal and rehabilitation of disturbed areas with no future use. Temporary ancillary facilities would be provided to enable the above construction activities for the project. A total of 13 temporary ancillary facility sites have been identified for the project.

1.3 Purpose of this Report This SEIA forms part of the Environmental Impact Statement (EIS) for the Albion Park Rail bypass project. The EIS has been prepared under Part 5.1 of the (NSW) Environmental Planning and Assessment Act 1979 (EP&A Act).

This assessment has been prepared, in conjunction with other parts of the EIS, to address the Secretary’s Environmental Assessment Requirements relating to socio-economic impacts. These requirements are provided in Table 1.2.

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Table 1.2. Secretary’s Environmental Assessment Requirements relevant to this report

Secretary’s Environmental Assessment Requirement relevant to this Where addressed chapter in this chapter

Social and Economic — including, but not limited to: Sections 4.1, 4.4, . impacts on directly affected properties and land uses, including impacts 4.8, 4.10 and related to access and severance, land use, property acquisition and amenity Chapter 15 related changes; . social and economic impacts to the community and businesses in the Section 4 and vicinity of the proposal (including agricultural businesses), associated with Appendix 2 traffic, access, property, public domain and amenity related changes; . social impact assessment for the Croom Regional Sporting Complex, including details of existing uses, nature and duration of impacts to those Section 4.6 uses, consideration of relocation options, staging and offsets for affected clubs, and consideration of alternative sites; and

. a draft Community Involvement Framework identifying relevant stakeholders, procedures for distributing information and

receiving/responding to feedback and procedures for resolving community Section 5.1 and complaints. Key issues that should be addressed in the draft framework Chapter 6 should include: o traffic management (including property access, pedestrian access), o social impacts, o landscaping/urban design matters, o construction activities, including out of hours work, and o noise and vibration mitigation and management.

The report provides an assessment of the potential socio-economic impacts, both positive and negative, of the project in response to relevant requirements within the scope of the assessment.

1.4 Study Area The Study Area for the socio-economic assessment is shown in Figure 1.2. It has been based on nearby communities that have the potential to experience changes to socio-economic conditions as a result of the project.

This area comprises five localities based on Australian Bureau of Statistics (ABS) geographical boundaries (see Section 2.4). The five localities are:

 Albion Park Rail  Albion Park  Dunmore  Shellharbour-Oak Flats and  Haywards Bay.

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Figure 1.2. Map of area boundaries used in analysis

These localities are located within two local government areas (LGAs):

 Shellharbour City Council area (Shellharbour LGA)  Wollongong City Council area (Wollongong LGA).

However of the localities, only Haywards Bay, the most northern, is in Wollongong LGA, and generally the communities of the Study Area would appear aligned geographically toward Shellharbour than the more distant Wollongong. The focus of reporting is consequently on Shellharbour LGA.

Reference is also made within the SEIA to ‘the district’. This is a broader term with no defined geographical boundaries. Rather it refers to a community of interest that might associate itself with Albion Park. This community of interest has traditionally been based around farming and includes the rural hinterland extending to the Illawarra Escarpment.

‘The region’ refers to the broader Illawarra Region as defined by the Department of Planning and Environment in its regional plan. This includes the above two LGAs as well as Kiama LGA in the northern part of the region.

1.5 Methodology The social impact assessment has involved the following methodology:

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1. Scoping: Identification of the range of issues of concern relevant to the socio-economic environment of the project and the nature of the likely potential impact of the project 2. Baseline Analysis: Description and analysis of the existing socio-economic environment of the project to provide an understanding of the potentially affected groups or communities 3. Assessment: An assessment of potential changes to existing socio-economic conditions during operation and construction of the project 4. Mitigation: Recommended mitigation measures to enhance the project’s positive benefits and avoid, manage or mitigate its potential negative socio-economic impacts. These steps are further described in the following sections. 1.5.1 Scoping The scoping of issues has involved consideration of the range of potential socio-economic impacts of the project. Factors influencing the range of potential impacts have included:

 Previous social and economic assessments undertaken during the earlier stages of the project  The Secretary’s Environmental Assessment Requirements  Site visits of the Study Area and review of Geographic Information System (GIS) mapping in the area of the project  Review of consultation carried out for the project during the corridor review stage and options analysis stage, and consultation carried out as part of the preparation of this EIS including a survey of local businesses, shoppers and other stakeholders.

1.5.2 Baseline Analysis A description and analysis of the existing socio-economic environment of the study area of the project was carried out as a basis for predicting likely changes and impact management strategies. It included:

 Review of existing State and local government strategies and plans relevant to the existing and future land use and socio-economic environment of the project  A description of the area, including the existing settlement pattern and future development, from site inspections, GIS mapping, and government plans and policies  Key population, housing and demographic indicators, based on the review of data from the Australian Bureau of Statistics (ABS) 2011 Census and Department of Planning and Environment data for five state suburbs/statistical area level 2 areas, compared with the two LGAs in which they are situated, Shellharbour City Council area and Wollongong City, as well as NSW  An overview of the existing settlement pattern and existing land use in the study area including business and commercial uses, agricultural land, tourist and recreational uses, from site inspections, GIS mapping, internet searches and Chapter 15 of the EIS  Analysis of the local and regional economy, including gross regional product, industry, employment and the nature of local business within the Study Area, drawn from site inspections and available statistical data  Review of the community structure and social infrastructure, including key centres, cultural, community and recreation facilities, and transport systems (from Technical Working Paper

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1, Traffic and Transport Assessment). This included social infrastructure mapping and the identification of key community nodes and community movement and interaction patterns  Identification of community values, including particularly those relating to lifestyle, amenity and character. These were derived from sources such as social plans and community strategic plans, and supplemented from review of the outcomes of consultation.

This stage was informed by various reports, plans, policies and strategies, particularly those of the State Government and relevant Councils; demographic data; site inspections and observations; targeted consultations; and an understanding of relevant research and academic literature. A broad based community engagement strategy has been undertaken by Roads and Maritime which also informed this baseline assessment.

A separate Business Impact Assessment (BIA) was carried out and is appended to the SEIA. In defining the existing business environment and patterns of business use, the following tasks additional to the above were carried out:

 A survey of land uses and businesses  A survey of vehicles parking at three locations within the Study Area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the Study Area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the Study Area, to understand their businesses, their views on the proposal and the extent of perceived impacts.

This information provided the basis for a qualitative assessment of the potential impacts which could arise due to the likely change in travel patterns as a result of the proposal.

The socio-economic assessment was prepared in accordance with the requirements of a “’comprehensive’” level of assessment as described in the Environmental Impact Assessment Practice Note – Socio-economic impact assessment (EIA-NO5) (Roads and Maritime Services, 2013).

1.5.3 Assessment This step involved identifying and assessing projected changes to the baseline socio-economic conditions of the Study Area. This included assessment of impacts during operation and construction of the project.

The impact assessment included consideration of:

 The social impacts on property and land use associated with land acquisition for the project identified in Chapter 5  The effect on population and demography  The effect on community movement and interaction patterns, in particular access to major centres in and around the region, access to facilities and services, local accessibility and congestion, the relationship with new development, and the effect on cyclists and pedestrians (see Chapter 7 and Technical Working Paper 1, Traffic and Transport  The effect on community values, particularly local identity and character  The effect on community cohesion, for example, caused by severance

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 The effect on Croom Regional Sporting Complex , including direct and indirect impacts  Amenity impacts associated with changes in noise, air quality, vibration and construction traffic  Business and economic impacts, including the effect on retail, commercial and industrial businesses, tourism, agricultural business, quarrying, and employment  Employment Impacts  Impacts on the wider community.

Impacts were evaluated based on who is affected, to what extent and for how long, and impacts were considered to be low, medium or high.

1.5.4 Community consultation The views of the community are an important input to socio-economic impact assessment. Chapter 6 of the EIS provides an overview of the community and stakeholder consultation carried out for the project. Community consultation has been conducted at several stages throughout the project’s development, as discussed in Section 1.1 of this report.

A range of consultation methods were used to seek input, identify issues and help identify the preferred option including:

 Dedicated project website  Project information line  Project email address  Project email broadcasts notifying of events  Media releases  ‘Community update’ newsletters  Community information sessions  Information stands at local shopping centres  Public display of the preferred option  Online maps  A fly-over video  Social media including a Facebook page used to promote the project and advertise upcoming consultation activities  The Camp Quality Convoy event  Contact with property owners potentially directly affected  Stakeholder meetings  Aboriginal community consultation.

The following communication activities were carried out to raise awareness of the preferred option and consultation activities being held during the display period:

 Distribution of a postcard in October 2014 to more than 17,500 residences, businesses, stakeholder groups, schools and community groups to advertise the display of the preferred option.  Information provided directly to local schools and pre-schools for inclusion in school newsletters  Advertisements placed in local newspapers

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 The display of the preferred option was advertised via a series of email broadcasts to registered stakeholders:  Two variable message signs promoting the preferred option display and consultation sessions, one on the Princes Highway at Albion Park Rail and the other on Tongarra Road at Albion Park.

The consultation process and the results of consultation on the preferred option were detailed in the following report:

 Roads and Maritime Services, 2015, Albion Park Rail Bypass Preferred Option Community Feedback Report, June, http://www.rms.nsw.gov.au/documents/projects/illawarra/albion-park-rail-bypass/albion­ park-rail-bypass-community-feedback-report.pdf

In addition, submissions received during the consultation period and notes of meetings reported were reviewed.

1.5.5 Mitigation Measures A number of measures were identified to enhance the project’s benefits and avoid, manage or mitigate potential impacts of the project’s operation and construction on the socio-economic environment. These were developed in the local context, and with regard to measures which have been used on other projects.

1.6 Limitations The following limitations were identified for the socio-economic assessment:

 Other than the targeted consultation undertaken for the BIA, no direct community consultation was carried out for the purposes of this report. However access was provided to the outcomes of the community and stakeholder consultation carried out for the project by Roads and Maritime  The consultants have relied upon, and presumed accurate, information provided by Roads and Maritime and/or from other sources. Except as otherwise stated in the report, the consultants have not attempted to verify the accuracy or completeness of any such information  Conclusions drawn in various parts of the report depend on the assessments of other consultants, including noise, air quality, traffic and the visual environment. No responsibility can be taken for their accuracy or completeness.

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2. Socio-Economic Environment

2.1 Socio-economic Policy Framework A number of policy and strategy documents at the State, regional and local government level are relevant to the project and the study area.

2.1.1 State NSW Plan 2021 NSW 2021: A Plan to Make NSW Number One ((NSW) 2011) (NSW 2021) was prepared by the NSW Government (Department of Premier and Cabinet) in September 2011. The plan provides the NSW Government’s agenda for the next 10 years to rebuild the economy, provide quality services, renovate infrastructure, restore government accountability, and strengthen local environments and communities.

Goals relevant to the socio-economic environment of the project include:

 Improve the performance of the NSW economy  Drive economic growth in regional NSW  Increase the competitiveness of doing business in NSW  Reduce travel times  Improve road safety  Invest in critical infrastructure  Involve the community in decision making on government policy, services and projects.

The project would help to drive economic growth in the Illawarra and South Coast region of New South Wales, and provide a stimulus to the local, regional and New South Wales economy. It would also support goals relating to reducing travel time, improving road safety and creating liveable centres, particularly along the highway corridor. The community consultation programme which has been undertaken has involved the community at all stages of the planning process.

NSW Long Term Transport Master Plan The NSW Long Term Transport Master Plan (New South Wales Government, 2012) recognises the need for infrastructure improvements to support the future population growth in the Illawarra region and, in particular, improvements in transport connections between Sydney and the region.

The Master Plan states that in the medium to longer term the New South Wales Government “will deliver previously identified regional road upgrades to support the planned growth around the new release areas of West Dapto, Calderwood and Tallawarra, including the widening of the F6 (M1) and sections of the Princes (A1) and Illawarra (A48) Highways and a number of new ramps and interchanges on the F6 (M1).”

The Long Term Transport Master Plan also includes an action to improve regional road safety as part of the Road Safety Strategy for NSW by providing "rural highway upgrades, major arterial road upgrades in growing areas and bypasses of town centres". The proposed project would divert traffic from the town centre of Albion Park Rail and reduce the potential for crashes by avoiding a number of intersections and property accesses along the highway.

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2.1.2 Regional Illawarra/South Coast Regional Action Plan The Illawarra/South Coast Regional Action Plan (New South Wales Government, 2012a) focuses on revitalising the region’s economy, improving transport connectivity, delivering local infrastructure and protecting the natural environment of the Illawarra region.

The report states that the New South Wales Government will plan for and deliver significant road upgrades across the region including “A planning study for Yallah to Oak Flats (Albion Park Rail upgrade) to be completed by 2015”.

Illawarra Regional Transport Plan Illawarra Regional Transport Plan was prepared by the New South Wales Government in March 2014 to respond to the unique challenges of the Illawarra region within the framework of the State Master Plan.

The Illawarra Regional Transport Plan found that cars are the primary mode of transport for residents across the Illawarra region. Limited public transport options are provided outside higher density settlements, impacting on access to health services, education and employment in the larger centres for residents in the smaller towns and villages of the Illawarra region. This presents challenges for the young, families on low incomes, the elderly and those with disabilities.

About 88 per cent of journeys to work are made by car, either as a driver or passenger. This is consistent with other NSW regional areas, but much higher than the Sydney region.

Within the region, most people live and work in Wollongong LGA, with many also travelling into Wollongong from Shellharbour LGA. Shellharbour is an important commuting destination for people living in Wollongong and elsewhere in the Illawarra region. Over the next 20 years the population of the Illawarra region is expected to increase by more than 75,000 people. New urban developments, including West Dapto and Shell Cove, are either underway or in planning. People moving into these developments will increase the demand for transport services. Major inter­ regional freight paths flow through the Illawarra region, particularly between the Central West region and Port Kembla. Tourism is another important transport demand generator in the Illawarra region.

An action contained in the Plan is for continued upgrades of the Princes Highway between Gerringong and Bomaderry to increase capacity, improve traffic flow, reduce travel time and improve road safety. The upgrade will provide enhanced freight connectivity to Port Kembla. A specific action related to the project is the planning and development of Albion Park Rail bypass (2016).

Your future. Illawarra - Draft Regional Growth and Infrastructure Plan The Draft Regional Growth and Infrastructure Plan (New South Wales Government, 2014a) was released in October 2014 and publicly displayed, but as yet has not been finalised. The draft Plan is the framework being used to guide growth between now and 2031. It fully integrates land use planning with transport and other infrastructure to ensure that growth is matched by infrastructure and services to support local communities. It supports the goals, targets and actions contained in NSW 2021, has been prepared in conjunction with the NSW Long Term Transport Master Plan, the

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Illawarra Regional Transport Plan, and the New South Wales Government’s State Infrastructure Strategy.

The forecast growth in the population of the Illawarra region under the Draft Plan was from 385,250 to 450,300 by 2031 – an increase of 65,050 people. To meet the demands of this growing population, the Region was estimated to need 45,000 new homes and 32,150 new jobs. It would need upgrades to existing infrastructure and investment in new infrastructure to deliver the services for a community that is not only growing but also ageing. 2.1.3 Wollongong LGA Community Strategic Plan The Wollongong 2022 - Community Strategic Plan outlines a community vision and goals, as well as objectives, strategies and community indicators. The community vision is:

From the mountains to the sea, we value and protect our natural environment and we will be leaders in building an educated, creative and connected community.

Community goals include:

 We value and protect our environment  We have an innovative and sustainable economy  Wollongong is a creative, vibrant city  We are a connected and engaged community  We are a healthy community in a liveable city  We have sustainable, affordable and accessible transport.

Social Plan 2007-2011 Issues Plan The Wollongong Social Plan 2007-11 Volume 2 Issues Plan summarises social issues for the local community. The relevant objectives and strategies are summarised below.

 Enhance access and mobility including through: o Support and advocacy of provision of appropriate, accessible, safe, affordable public transport services o Partner with key organisations to promote and fund cycling routes o Support an accessible and integrated transport system in conjunction with land use planning o Link residential and commercial development with parking around public transport nodes o Support planning instruments that encourage public transport as an alternative to private transport o Maintain and increase trails to strengthen access to open space and facilities o Incorporate well defined and secure pedestrian and bicycle routes in any greenfield development o Provide priority parking for disabled drivers, cyclists and multiple occupant vehicles o Encourage priority for buses and taxis to directly access shopping centres and key facilities  Enhance the built environment for residents and visitors, including: o Support maintenance and development of recreational facilities, parks and trails

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o Support development that provides housing choice and affordability, access to employment and efficient transportation systems  Improve housing choice through, for example, support a range of affordable and appropriate housing options  Improve community access to high quality, affordable community facilities, by for example, encouraging equitable distribution and improved access to council resources and assistance, plan new sporting facilities, and improve provision of youth facilities, and leisure amenities and infrastructure  Alternative transport options are utilised by the community by improving bicycle parking facilities, shower and locker amenities  Improve accessibility and inclusiveness of all council programs and services particularly to the marginalised and hard to reach groups  Improve community health and wellbeing through planning and design of the built environment, including through urban planning that facilitates physical activity, access to safe, affordable and healthy food, facilitates connectivity and encourages less reliance on motor vehicles; and maintain and establish corridors and linear parks that strengthen open space connections and people movement.

Bike Plan 2014-2018 Wollongong City Council developed their City of Wollongong Bike Plan 2014-2018 after a public exhibition period in April-May 2014. Key objectives of the plan include:

 Increase participation in all forms of cycling  Develop a safe, connected network of bicycle routes  Facilitate growth in bicycle tourism  Undertake promotion and education campaigns that will improve cycling awareness, safety and proficiency.

The plan included a network of proposed cycleway links to be established in the Study Area, linking with the future Tallawarra development area.

2.1.4 Shellharbour LGA Community Strategic Plan 2013-2023 The Shellharbour City Community Strategic Plan 2013-2023 outlines the community’s vision for the area and sets out directions for the future. The community vision is:

In 2030, Shellharbour City is a dynamic City that values and celebrates the unique diversity of our people, places and environment. We are a connected community working together to create a safe, sustainable future that provides opportunities for all to achieve their potential.

Ten objectives are identified:

 Vibrant, safe and inclusive city  Active and healthy community  Protects and promotes its natural environment  Practices sustainable living  A liveable city that is connected through places and spaces

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 Infrastructure is planned and managed in a way that meets the community’s needs  Supported by a strong local economy with business and employment opportunities  Welcomes, engages and attracts visitors  Led by a council that effectively represents the community  Supported by a council that is responsive, accountable and financially viable.

Shellharbour Local Government Area Shared Use Path Strategy 2010 Shellharbour City Council implemented a Shared Use Path Strategy for its Council area in 2010. The aim of the Shellharbour City Council strategy is to:

 Enhance cyclists’ access to community facilities  Improve connectivity within the city  Complete the “missing links” in the current shared use path strategy (2010).

The strategy included provision of, and planning for, a number of off-road shared use paths and on-road bicycle lanes, including some in the Study Area (see Section 2.2.4).

Draft Social Plan 2009-2011 The draft Social Plan aims to identify areas of unmet demand within the community and outlines strategies that council will pursue. The draft plan was an interim planning document before the adoption of the Community Strategic Plan in 2011. It involved reviewing the previous social plan, demographic analysis, consultation, target group needs assessment and development of actions.

The actions outlined relate to:

 Culture - The community of Shellharbour will be supported and active in celebrating their diverse local identities, their rich cultural history and their varied cultural pursuits.  Economy - To increase job creation, reduce local unemployment levels and promote business growth and diverse employment opportunities, while maintaining a liveable city with attractive lifestyle options for its residents.  Engagement - Shellharbour City Council is committed to ensuring the community is actively involved in Council decision-making and activities, and implements engagement strategies that are appropriate and responsive to the needs of its diverse community.  Facilities - To identify, plan for and meet the recreational needs of the Shellharbour community through the provision of accessible quality facilities.  Planning - To have workable plans for the future; plans that are responsive to change and are able to be achieved; plans that are founded on sustainable principles; and plans that can be measured and reported on with specific measures identified to determine effectiveness of activities undertaken.  Safety – That residents of Shellharbour will feel and be safe  Services – The community’s needs are met through appropriate and equitable service planning and provision  Sustainability - A sustainable city: communities living in harmony, balancing nature’s beauty with quality rural and urban environments  Wellbeing - A community which is physically, socially and emotionally healthy.

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Draft Community Safety and Crime Prevention Strategy 2011-2013 The Crime Prevention Strategy 2011-13 notes two key approaches for council in community safety and crime prevention being:

 Promoting targeted crime prevention programs and strategies including those in the Graffiti Management Plan, Safer Public Places Compact Project and Alcohol-Free and Prohibited Zones; and also  Social responses – including identifying and addressing safety issues and working with government, service providers and the community to create a safer community – these include work with youth services, community development, the Good Neighbour Scheme, community engagement and community involvement.

In addition, it is noted that Council can partner with a range of government departments, police, and local groups and programs in order to work to reduce crime.

The strategy summarises the activities of Councils in each of these areas. Draft Make Play Grow 2015-2019: A Strategy for a more Creative Shellharbour Shellharbour City Council is presently preparing a new arts and cultural strategy for the city, a need for which was identified in the Community Strategic Plan. The strategy will guide Council’s approach to art and cultural investment and activity over the next 3 to 5 years. It will build on existing cultural assets and resources, while providing new opportunities for cultural development, creative expression, local identity and place-making initiatives. A draft strategy is now available.

The draft arts and cultural strategy, Make Play Grow 2015-2019, was adopted by Council on 12 May 2015 and provides a strategy to build on existing cultural assets and resources and explore new opportunities in creative industries. This includes strategies to:

Make creatively:  A city where there are collaborative creative spaces for makers  A city where artists have lots of opportunities to showcase their work  A city where artists, businesses and art lovers network, interact and connect  A city where our artists and creatives are given high quality opportunities for professional development.

Play creatively:  A city where people are connected to creativity through communication, promotion and participation  A city where our public places are rich in public art  A city where there is a diverse and exciting program of events and festivals  A city where culture is part of our everyday lives, yet you can expect the unexpected  A city where art and culture is innovative, tech savvy and digitalised.

Grow creatively:  A city where funding, partnerships and resources are available, flexible and encourage creative development and innovation  A city where arts and creativity can be accessed through a range of venues and spaces  A city where council is connector and is not bound by red tape

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 A city where sustainable creative development is considered in all new developments and urban renewal projects  A city where arts and culture play a role in tourism and economic development.

Council is identified as having a number of roles in the implementation of the plan including as a facilitator, connector, supporter, host, capacity builder and/or provider.

2.2 Existing Settlement Pattern 2.2.1 Regional Context The project is located on the South Coast of New South Wales in the southern part of the Illawarra Region, around 85 kilometres south of Sydney. This region, as defined by the Department of Environment and Planning in the Illawarra Regional Plan (2007) and subsequent documents (see Section 2.1), as comprising Wollongong, Shellharbour and Kiama LGAs. It provides the broader context for the socio-economic environment of the project.

The Illawarra region is a narrow coastal region served by rail and road which connects the region north to Sydney, south to the South Coast and to the Southern Highlands in the west.

Wollongong is the Major Regional City in the Illawarra region and the third largest in NSW. The region includes the Major Regional Centre of Nowra-Bomaderry. The Illawarra region is characterised by more urban centres with higher density populations along the east coast, and more dispersed settlements outside the Wollongong metropolitan area.

Employment, health care, education and retail facilities are mainly located in the Wollongong Central Business District and surrounding urban areas, including Warrawong, Dapto and Shellharbour.

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Figure 2.1. Map of southern part of the Illawarra Region

Source: NSW Department of Planning 2007 (Amended).

2.2.2 Local Government Areas Wollongong LGA stretches from Helensburgh in the north to Wollongong, Port Kembla and Dapto in the south and consists mainly of urban areas close to the coast on the eastern side of the Illawarra escarpment and the Princes Motorway, and rural and conservation areas to the west. Wollongong is the main urban area and connects with smaller coastal communities to the north including Austinmer, Coledale and Scarborough.

While Wollongong stretches north to south for around 40 kilometres, Shellharbour LGA stretches from east to west, and is only around 10 kilometres from north to south. Shellharbour LGA is much smaller than Wollongong LGA.

The urban area of Shellharbour LGA is in the eastern part along the coast and around the lake, with rural, conservation and quarry areas to the west and south. The urban area exists mainly to the east of the Princes Highway, however Albion Park is a growing community to the west of the highway.

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2.2.3 Study Area The area of the project is between Yallah in the north and Oak Flats in the south, bypassing the township of Albion Park Rail.

The Princes Highway runs through the area from the north to the east. The Couth Coast Rail Line runs through the area close to the highway, and the Illawarra Regional Airport is located in Albion Park Rail.

Albion Park Rail lies on the Princes Highway, about 22 kilometres south of Wollongong and 56 kilometres north of Nowra. To the east of Albion Park Rail is the suburb of Oak Flats, and to the west, the township of Albion Park. Albion Park Rail and Albion Park are separated by the floodplain of the Macquarie Rivulet, and the Illawarra Highway which connects Albion Park to the Princes Highway to the north of Albion Park Rail.

The Princes Highway itself is the major feature of settlement through Albion Park Rail, with a secondary feature being the parallel South Coast Rail Line.

Land uses in the Study Area are described in detail in Chapter 15 of the EIA. Land uses are varied and include:

 Agricultural land, including dairy and cattle farming, and agistment  Residential areas comprised of rural, low density and medium density residential lands  Commercial, industrial and extractive lands, including two quarries, industrial estates and the Illawarra Regional Airport  Open space areas such as sporting fields and reserves  Utilities and services including power utility infrastructure  Transport infrastructure including roads, and the South Coast Rail Line as above  The Illawarra Regional Airport, located immediately to the east of the project at the interchange at Albion Park.

Land uses near the project are shown on Figure 2.2 below from Chapter 15.

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Figure 2.2. Existing surrounding land uses

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2.2.4 Transport and access The two major transport corridors – road and rail - provide the main connections to the regional centres of Wollongong and Nowra, Sydney, regional NSW and interstate. These are supplemented by an intraregional network of roads, rail and bus corridors, as well as pedestrian and cycle networks. Chapter 7 and Technical Working Paper 1, Traffic and Transport provide a full description of these. Rail services Rail services operate from the Albion Park Rail Railway Station on two lines:

 Southern Highlands Line  South Coast Rail Line.

The Southern Highlands Line through Albion Park is a coach service provided by Sydney Trains through Barrawang and Robertson to Bowral through to Moss Vale/Bundanoon. Passengers can then transfer to connections to Goulburn to the south west or Campbelltown to the north. The service from Albion Park Rail is a pick-up service only heading towards Moss Vale/Bundanoon and drop off in the opposite direction towards Wollongong. The travel time from Albion Park to Moss Vale is between 45 to 60 minutes in both directions.

The South Coast Rail Line travels south from Sydney, through Wollongong and through Albion Park Station to Bomaderry. The train service to and from Albion Park travels to Kiama with transfer required to travel to Bomaderry. The travel time from Albion Park Rail to Central station in Sydney is about 2 hours and approximately 20 minutes to Wollongong.

In the opposite direction, the travel time to Kiama is about 20 minutes with an additional 28 minutes to Bomaderry. The transfer time at Kiama can vary between 3 minutes and 2 hours due to the limited services between Kiama and Bomaderry. Albion Park Rail is served by around 25 train services per day during the week, at about 50-70 minute intervals.

Bus services The Princes Highway is a strategic bus corridor, used by high-frequency bus services that connect major regional centres. A number of bus stops are located on the highway.

The following bus services operate in the Study Area:

 Route 76/77 – Shellharbour to Albion Park (20 to 40 minute frequency)  Route 37/57 – Wollongong Loop (60 minute frequency)  Route 43 – Port Kembla to Dapto (60 minute frequency)  Route 31/33 – Wollongong to Horsley / Dapto (30 minute frequency).

Bus routes are provided in the Technical Working Paper 1, Traffic and Transport.

Air services The Illawarra Regional Airport, located to the east of the Illawarra Highway lies in the Study Area.

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Cycling and pedestrian network Existing and council planned key cycling and pedestrian facilities in the Study Area are shown in Technical Working Paper 1, Traffic and Transport.

Pedestrian network and shared paths are provided within the residential subdivisions surrounding the Albion Park Rail. However between townships and residential subdivisions, the pedestrian network is limited.

Similarly, the shared path and on-road cycle network is still fairly limited in the Study Area. While there are some connections between town centres and residential subdivisions, there are sections which require cyclists to travel on the road network, sharing the road with vehicles.

Wollongong City Council’s Bike Plan 2014-2018 includes a network of proposed cycleway links to be established to the north of the Macquarie Rivulet, including along Yallah Road and through the future Tallawarra development area.

Shellharbour City Council’s Shared Use Path Strategy included provision of, and planning for, a number of off-road shared use paths and on-road bicycle lanes. Shared use paths have been provided in and around the Croom Regional Sporting Complex, and along the Princes Highway. Marked shoulder lanes for cyclists have been provided along Tongarra Road and the East West Link.

Along the Princes Highway, there are a number of sections of off-road shared paths, however there are currently gaps in the network for cyclists travelling between Albion Park Rail and Yallah. The strategy has nominated north / south links along the Princes Highway through Albion Park Rail, connecting Oak Flats, through Albion Park Rail, through to Yallah.

2.3 Future Development 2.3.1 Growth areas The Draft Regional Growth and Infrastructure Plan (New South Wales Department of Planning and Environment, 2014a) has been able to identify a surplus of land for new residential development through the Illawarra Urban Development Program Update 2014 (New South Wales Department of Planning and Environment, 2014b). This identified two major potential new greenfield areas in the Region – West Lake Illawarra and Nowra-Bomaderry. Development of these new release areas could transform the Illawarra by providing an ongoing supply of land for the growth of housing opportunities, maintaining a strong construction sector within the Region.

Future growth areas in West Lake Illawarra comprising large-scale residential land releases are planned, approved or under consideration within Calderwood, Tullimbar, West Dapto and Tallawarra. These future developments have been approved by the NSW Government and adopted in the LEPs of the relevant councils, with the exception of Calderwood, which has been rezoned under State Environmental Planning Policy (Major Development) 2005. These future growth areas are expected to substantially change the land use of the district.

The future growth areas at Tallawarra, Calderwood, West Dapto and Tullimbar would contribute 30,000 new residential lots over the next 30 to 50 years. This would enable Wollongong, Shellharbour and Shoalhaven councils to meet their housing targets for greenfield land supply beyond 2031. A number of other greenfield land release areas are also expected to continue to

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make an important contribution to housing supply throughout the region, including Albion Park South, Dunmore and Haywards Bay.

Future land uses expected within the surrounding area are shown in Figure 2.3.

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Figure 2.3. Map of urban release areas

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The Department of Planning and Environment proposes to develop a Regional Release Areas Action Plan and Shellharbour Council has carried out an extensive planning exercise to identify appropriate land uses in its urban fringe lands, taking into account a range of issues, including the importance of the Dunmore Hills extractive resource. Council has noted that as it proceeds to consider planning proposals to rezone lands identified under this process, the potential impact on the continued extraction of resource lands will be of a high priority.

2.3.2 Population projections In the future, Shellharbour LGA is projected to grow from 67,797 in 2013 to 84,250 in 2031, an increase of around 16,500 people over an 18 year period, at an average annual growth rate of 1.2 per cent. Wollongong LGA is projected to grow from 205,231 people to 232,450 over the same period, or an average annual growth rate of 0.7 per cent (ABS 2014a; NSW Department of Planning and Environment 2014) (see Table 2.1).

Table 2.1. Population projections, Shellharbour LGA and Wollongong LGA, 2013p-2031

Location 2013p 2016 2021 2026 2031

Shellharbour LGA 67,797 70,650 75,350 79,950 84,250

Wollongong LGA 205,231 210,350 218,250 225,750 232,450 Notes: 2014 Edition. P = projected Source: ABS 2014a; New South Wales Department of Planning and Environment 2014).

Recent population projections are not available from the Department of Planning and Environment for the localities within the Study Area. However Shellharbour City Council has commissioned data, based on the ABS 2011 Census, via the forecast.id website for a mix of areas, generally matching suburb boundaries. This includes data for the Albion Park and Albion Park Rail areas. While these projections provide slightly lower population estimates than the most recent Department of Planning and Environment figures, the trends remain relevant.

The data shows a fairly stable population in Albion Park over time, with a small increase in population and dwellings. The population of Albion Park Rail is forecast to slightly decline, despite a small increase in dwellings.

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Table 2.2. Population projections, Small Areas, 2011-2031

Location 2011 2016 2021 2026 2031

Albion Park

Population 13,287 13,317 13,279 13,374 13,541

Dwellings 4,437 4,578 4,702 4,816 4,926

Change in population (5yrs) -- 30 -38 95 167

Average annual change -- 0.05 -0.06 0.14 0.25

Albion Park Rail

Population 7,236 7,072 6,955 6,935 6,992

Dwellings 2,678 2,705 2,732 2,772 2,820

Change in population (5yrs) -- -164 -117 -20 57

Average annual change -­ -0.46 -0.33 -0.06 0.16 Source: .id http://forecast.id.com.au/shellharbour

2.4 Population and Housing Profile This section provides a population and housing profile of the Study Area. In particular, it provides information on the characteristics of the community that may indicate vulnerability to socio­ economic change potentially as a result of the project. Data in this section is derived from the Australian Bureau of Statistics (ABS) Census 2011 (ABS 2013a) unless otherwise stated.

Five localities have been identified and used to analyse and consider demographic and statistical data for communities within proximity of the project, based on ABS geographical boundaries. The five localities are:

 Albion Park Rail (state suburb, same as statistical area level 2 (SA2) boundary)  Albion Park (state suburb)  Dunmore (state suburb)  Shellharbour-Oak Flats (SA2 covering the two suburbs)  Haywards Bay (state suburb).

Two LGAs have been used for comparison depending on the location of the locality:

 Shellharbour City Council area (Shellharbour LGA)  Wollongong City Council area (Wollongong LGA) as well as New South Wales as a whole. Of the localities, as only Haywards Bay is in Wollongong LGA, it has been compared with this whereas the other localities are compared with Shellharbour LGA.

The density of settlement of the respective localities is shown in Figure 2.4, with density highest along the road/rail corridor. The suburbs of Dunmore (a rural area) and Haywards Bay (a rural/rural residential area) are the least dense of the localities. The northern part of Albion Park Rail is also among the least densely settled areas due to flooding.

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Figure 2.2. Population density map (population per km2), Localities and surrounds, 2011

Source: ABS 2013a

Due to the nature of the project and the distinct settlements potentially impacted, each locality has been separately profiled below. Appendix 1 provides a demographic summary table comparing each area for each demographic characteristic. Section 2.4.6 compares this information across the Study Area. Section 2.6 identifies the implications of these characteristics for the project. Community values are discussed in Section 2.5.6.

2.4.1 Albion Park Rail Population The estimated resident population of Albion Park Rail was 7,265 people in June 2013 (ABS 2014a). Between 2003 and 2013, the population decreased by around 90 people, an average annual growth rate of -0.1 per cent (see Table 2.3). This was a lower growth rate than Shellharbour LGA and New South Wales, which were both 1.1 per cent.

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Table 2.3. Estimated resident population, Albion Park Rail, Shellharbour LGA and NSW, 2003-2013

Location 2003 2008 2013p Growth Growth Growth 2003-08 2008- 13 2003-13

Albion Park Rail 7,353 7,173 7,265 -0.5% 0.3% -0.1%

Shellharbour LGA 60,815 63,956 67,797 1.0% 1.2% 1.1%

New South Wales 6,620,715 6,943,461 7,410,399 1.0% 1.3% 1.1% Notes: p = preliminary estimate. Source: ABS 2014a.

Age profile The median age of the population of Albion Park Rail was 37 years of age, the same as Shellharbour LGA and only slightly lower than the average of 38 years in New South Wales.

The age profiles of Albion Park Rail and Shellharbour LGA in 2011 were also similar. Albion Park Rail had slightly lower proportions of middle-aged adults (35-49 years) and older people (70-79 years); slightly higher proportions of young adults (20-29 years); and a significantly higher proportion of older people (85+ years) compared to Shellharbour LGA although the actual number of people more than 85 years of age was small (see Figure 2.3). Compared to New South Wales, Albion Park Rail had lower proportions of young adults (20-44 years of age), and higher proportions of almost all other age groups (see Figure 2.3).

Figure 2.3. Population pyramids, Albion Park Rail, compared to Shellharbour LGA and NSW, 2011

Cultural diversity There were 291 residents who identified as Aboriginal and Torres Strait Islander people in 2011 in Albion Park Rail. These residents represented 4.2 per cent of the Albion Park Rail population, and this was a higher proportion than for the Shellharbour LGA at 3.0 per cent, which itself was higher than New South Wales at 2.5 per cent.

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About 16 per cent of the population, or 1,137 people, were born overseas, including around 7.0 per cent of the population born in non-English speaking countries. These were lower proportions than for Shellharbour LGA, with 18 per cent of the population born overseas, and 9.5 per cent of the population born in non-English speaking countries. However the proportions for Shellharbour LGA were much lower than New South Wales, with 26 per cent and 18.6 per cent respectively. Of the people born overseas, 4.2 per cent spoke English not well or not at all in Albion Park Rail, compared to 7.4 per cent for Shellharbour LGA, indicate of relatively long settled immigrants.

Population mobility Population mobility in Albion Park Rail was similar to Shellharbour LGA and New South Wales with 12 per cent of households having moved in the previous 12 months, and 29 per cent having moved in the previous 5 years (compared to 12 per cent and 33 per cent for Shellharbour LGA and 14 per cent and 37 per cent for New South Wales).

Household types There were a total of 2,460 households counted in Albion Park Rail in 2011. Of these, 805 households were couple families with children (33 per cent), 648 households were couple families (26 per cent) and 523 were people living alone (21 per cent). There were also 416 one parent families (17 per cent), and 51 group households (2.1 per cent). Compared to Shellharbour LGA, there were relatively high proportions of one parent families with children and low proportions of couple families with children (see Figure 2.4). The proportions of one parent families in both Albion Park Rail and Shellharbour were high compared to New South Wales, in the case of Albion Park Rail, 17 per cent compared to 12 per cent. However the proportion of couple families with children was similar in Albion Park Rail to New South Wales.

Figure 2.4. Household type, Albion Park Rail, Shellharbour LGA and NSW, 2011

Dwelling types, tenure and costs Of the 2,461 occupied dwellings on census night in Albion Park Rail, 82 per cent were separate houses, 14 per cent were semi-detached and 3 per cent were attached. This mix of dwelling types was similar to Shellharbour LGA (82 per cent, 11 per cent and 5 per cent respectively), but included a higher proportion of separate houses and semi-detached dwellings, and a lower proportion of attached units compared to New South Wales (70 per cent, 11 per cent and 19 per cent respectively).

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A higher proportion of households were purchasing their dwelling compared to Shellharbour LGA and New South Wales (see Figure 2.5). Around 38 per cent of households were paying a mortgage on their home in Albion Park Rail, compared to 37 per cent for Shellharbour LGA and 33 per cent for New South Wales. A lower proportion of dwellings were fully owned in Albion Park Rail (32 per cent).

Figure 2.5. Dwelling tenure, Albion Park Rail, Shellharbour LGA and NSW, 2011

26.4 per cent of households were renting, similar to Shellharbour LGA (26.3 per cent) but lower than New South Wales (30.1 per cent). 7.5 per cent of households in Albion Park Rail were renting from a State Housing Authority (nearly a third of those who were renting) and 0.5 per cent were renting from a housing co-operative, community or church group. These figures were high relative to other localities and New South Wales but on a par with Shellharbour LGA as a whole.

The median rent in Albion Park Rail in 2011 was $255 per week, which was similar to the median rent in Shellharbour LGA at $250, but lower than the median rent for New South Wales at $300. The median mortgage repayment was $1,733 per month in Albion Park Rail, compared to $1,900 in Shellharbour LGA and $1,993 in New South Wales.

People with a disability There were 521 people in Albion Park Rail who were classified as having a profound or severe disability. People with a profound or severe disability are defined as those people needing help with one or more of the three core activity areas of self-care, mobility and communication, because of a disability, long term health condition (lasting six months or more) or old age. A total of 7.4 per cent of the population had a disability in Albion Park Rail, compared to 5.9 per cent for Shellharbour LGA and 4.9 per cent for New South Wales. This was the highest proportion of all of the areas studied. Almost all age groups in Albion Park Rail had higher proportions of people with profound or severe disabilities when compared to Shellharbour LGA (except 0-4, 15-19, 20-24 and 25-34 years age groups) (see Figure 2.6).

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Figure 2.6. Need for assistance by age group, Albion Park Rail, Shellharbour LGA and NSW, 2011

Travel behaviour Albion Park Rail had a slightly lower proportion of households with no vehicle than households in Shellharbour LGA, but both were much lower than New South Wales as a whole. The highest proportion of households had one motor vehicle in Albion Park Rail, while the highest proportion of households had two vehicles in Shellharbour LGA, but overall the areas were fairly similar.

Figure 2.7. Vehicles per household, Albion Park Rail, Shellharbour LGA and NSW, 2011

In Albion Park Rail around 83 per cent of the population who were employed and travelled to work during the week of the census, drove to work in a car, and a further 7 per cent were driven to work as a passenger in a car. Only around 6 per cent travelled to work by an active transport method (public transport, walking and/or cycling). These were similar proportions to Shellharbour LGA at 84 per cent, 7 per cent and 4 per cent respectively, but showed a significantly lower rate of active transport use generally, than for New South Wales where 20 per cent of workers travelled to work using active transport (68 per cent, 6 per cent and 20 per cent respectively).

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Socio-economic status (SEIFA Index) Neighbourhoods in Albion Park Rail have a relatively high level of socio-economic disadvantage according to the SEIFA index (Socio-Economic Indexes for Areas) (ABS 2013b). Three neighbourhoods (based on SA1 statistical areas) had an index of relative socio-economic disadvantage (IRSD)1 score of less than 866 and were in the bottom 10 per cent of neighbourhoods in Australia. A further three neighbourhoods were in the bottom 20 per cent. Figure 2.8 below shows the index of relative socio-economic disadvantage (IRSD) for neighbourhoods in the region.

Figure 2.8. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social-Disadvantage (IRSD), SA1 level for Australia, 2011

Source: ABS 2013b

Income The median individual, family and household incomes for Albion Park Rail were lower than those for the Shellharbour LGA and well below incomes for New South Wales in 2011 (see Table 2.4). These were the lowest median incomes of any of the localities.

1 A low SEIFA IRSD score represents a high level of socio-economic disadvantage. The most disadvantaged neighbourhoods are shown in red, followed by orange and yellow, and the colouring turns to green for areas that are less disadvantaged.

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Table 2.4. Income, Albion Park Rail, Shellharbour LGA and NSW, 2011

Median weekly Albion Park Shellharbour LGA New South Wales income Rail

Individual $466 $479 $561

Family $1,208 $1,346 $1,477

Household $1,028 $1,126 $1,237

There were 467 households in Albion Park Rail in 2011 with a household income of less than $500 per week, or 19 per cent of all households. This was a slightly higher proportion than for Shellharbour LGA at 18 per cent and New South Wales at 17 per cent.

Labour force participation There were 259 unemployed people in Albion Park Rail in 2011, or 8.1 per cent of the labour force. This was a high unemployment rate compared to 6.7 per cent in Shellharbour, and 5.9 per cent in New South Wales. Figure 2.9 below contains unemployment rates for various age groups, and shows in 2011 unemployment among young adult age groups was high – including more than 25 per cent unemployment for 15-19 year olds, and 13 per cent for 20-24 year olds.

Figure 2.9. Unemployment by Age Group, Albion Park Rail, Shellharbour LGA and NSW, 2011

As well as having higher unemployment, Albion Park Rail had a slightly lower labour force participation rate at 58 per cent, compared to 59 per cent for Shellharbour LGA and 60 per cent for New South Wales.

Current unemployment rates for Albion Park Rail and Shellharbour LGA are shown in the figure below. Albion Park Rail has had an unemployment rate more than one percentage point higher than Shellharbour LGA throughout the past 4 years.

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Figure 2.10. Unemployment rate, Smoothed Quarterly, Albion Park Rail and Shellharbour LGA, Dec 2010-Sep 2014

Source: Australian Department of Employment 2014.

Industry of employment Almost half of the working population in Albion Park Rail are employed in retail trade (14 per cent), health care and social assistance (14 per cent), manufacturing (11 per cent) and construction (9 per cent) (see Table 2.5). These are relatively similar to Shellharbour LGA but include higher proportions of people working in retail trade; health care and social assistance; and manufacturing and lower proportions of people working in education and training; and professional, scientific and technical services compared to New South Wales.

Table 2.5. Industry of employment, Albion Park Rail, Shellharbour LGA and NSW, 2011

Industry Albion Park Rail Shellharbour LGA NSW Retail trade 14% 13% 10% Health care and social assistance 14% 13% 12% Manufacturing 11% 12% 8% Construction 9% 9% 7% Accommodation and food services 8% 7% 7% Transport, postal and warehousing 6% 6% 5% Public administration and safety 6% 7% 6% Other services 5% 5% 4% Education and training 5% 7% 8% Administrative and support services 3% 3% 3% Professional, scientific and technical services 3% 4% 8% Wholesale trade 3% 3% 4% Financial and insurance services 3% 3% 5% Mining 2% 2% 1% Arts and recreation services 1% 1% 1% Rental, hiring and real estate services 1% 2% 2% Electricity, gas, water and waste services 1% 1% 1% Information media and telecommunications 1% 1% 2% Agriculture, forestry and fishing 0% 0% 2%

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2.4.2 Albion Park

Population The latest estimated resident population is not available for Albion Park, however the usual resident population at the 2011 census was 12,872 people. This locality had grown 2.7 per cent between 2006 and 2011.

Age profile The median age of the population in Albion Park was 33 years of age, compared to a median age of 37 in Shellharbour LGA and 38 years in New South Wales.

Compared to Shellharbour LGA, the suburb of Albion Park had larger proportions of younger people in almost all age groups less than 50 years of age and lower proportions of people in older age groups (50 years of age and older) (see Figure 2.11).

Compared to New South Wales, Albion Park had higher proportions of children and young people up to 20 years of age, and slightly higher proportions of middle-aged adults 35-49 years of age. The suburb had lower proportions of people in other age groups.

Figure 2.11. Population pyramids, Albion Park, compared to Shellharbour LGA and NSW, 2011

Cultural diversity There were 272 residents who identified as Aboriginal and Torres Strait Islander people in 2011 in Albion Park. These residents represented 2.1 per cent of the Albion Park population, a lower proportion than Shellharbour LGA at 3.0 per cent.

About 13.2 per cent of the population, or 1,696 people, were born overseas, including 5.5 per cent of the population born in non-English speaking countries, the lowest proportion in the Study Area. These were significantly lower proportions than Shellharbour LGA, with 17.8 per cent of the population born overseas and 9.5 per cent of the population born in non-English speaking countries. Of the people born overseas, only 3.2 per cent spoke English not well or not at all in Albion Park, compared to 7.4 per cent for Shellharbour LGA.

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Population mobility Population mobility in Albion Park was similar to Shellharbour LGA and New South Wales with 11 per cent of households having moved in the previous 12 months, and 34 per cent having moved in the previous 5 years (compared to 12 per cent and 33 per cent for Shellharbour LGA and 14 per cent and 37 per cent for New South Wales).

Household types There were a total of 4,105 households counted in Albion Park in 2011. Of these, around 1,879 households were couple families with children (46 per cent), 1,066 households were couple families without children (26 per cent) and 572 were people living alone (14 per cent). There were also 518 one parent families (13 per cent), and 45 group households (1 per cent). Compared to Shellharbour LGA, there were higher proportions of couple families with children and lower proportions of people living alone (see Figure 2.12).

Figure 2.12. Household type, Albion Park, Shellharbour LGA and NSW, 2011

Dwelling types, tenure and costs Of the 4,103 occupied dwellings on census night in Albion Park, 87 per cent were separate houses, 10 per cent were semi-detached and 3 per cent were attached. This mix of dwelling types was similar to Shellharbour LGA, but included a higher proportion of separate houses and a lower proportion of attached dwellings (82 per cent, 11 per cent and 5 per cent respectively). Compared to New South Wales, Albion Park had a significantly higher proportion of separate houses and a significantly lower proportion of attached dwellings (70 per cent, 11 per cent and 19 per cent respectively).

A higher proportion of households were purchasing their dwelling in Albion Park compared to Shellharbour LGA and New South Wales (see Figure 2.13). Around 54 per cent of households were paying a mortgage on their property in Albion Park, compared to 37 per cent for Shellharbour LGA and 33 per cent for New South Wales.

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Figure 2.13. Dwelling tenure, Albion Park, Shellharbour LGA and NSW, 2011

Only 16.2 per cent of households were renting in Albion Park, much lower than Shellharbour LGA (26.3 per cent) or New South Wales (30.1 per cent). A very small proportion of households (2.1 per cent) were renting from a State Housing Authority and 0.3 per cent from a housing co-operative, community or church group. These figures were low relative to Shellharbour LGA and New South Wales as a whole.

The median rent in Albion Park in 2011 was $310 per week, which was higher than the median rent in Shellharbour LGA at $250, and in New South Wales at $300. The median mortgage repayment was $1,993 per month in Albion Park, compared to $1,900 in Shellharbour LGA and $1,993 in New South Wales.

People with a disability There were 604 people in Albion Park classified as having a profound or severe disability. A total of 4.7 per cent of the population had a disability in Albion Park, compared to 5.9 per cent for Shellharbour LGA and 4.9 per cent for New South Wales.

Travel behaviour Albion Park had higher proportions of households with two or three vehicles, compared to households in Shellharbour LGA and New South Wales (see Figure 2.14).

Figure 2.14. Vehicles per Household, Albion Park, Shellharbour LGA and NSW, 2011

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Around 87 per cent of the population who were employed and travelled to work during the week of the census drove to work in a car, and a further 6 per cent were driven to work as a passenger in a car. Only around 3 per cent travelled to work by an active transport method (public transport, walking and/or cycling). These were similar proportions to the Shellharbour LGA but again showed a lower use of active transport methods compared to New South Wales where around 20 per cent of workers used this method.

Socio-economic status (SEIFA Index) There was one neighbourhood in Albion Park which had a SEIFA index of disadvantage score of less than 927 and was in the bottom 20 per cent of neighbourhoods in Australia. A further four neighbourhoods were in the bottom 30 per cent of neighbourhoods in Australia (see Figure 2.8). Neighbourhoods to the south of the suburb were less disadvantaged.

Figure 2.15. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social- Disadvantage (IRSD), SA1 level for Australia, 2011

Source: ABS 2013b

Income The median individual, family and household incomes for Albion Park were higher than those for Shellharbour LGA and above the average for New South Wales in 2011 (see Table 2.6).

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Table 2.6. Income, Albion Park, Shellharbour LGA and NSW, 2011

Median weekly Albion Park Shellharbour LGA New South Wales income

Individual $556 $479 $561

Family $1,607 $1,346 $1,477

Household $1,483 $1,126 $1,237

There were 503 households in Albion Park in 2011 with a household income of less than $500 per week, or 12 per cent of all households. This was a low proportion compared to Shellharbour LGA at 18 per cent and New South Wales at 17 per cent.

Labour force participation There were 356 unemployed people in Albion Park in 2011, or 5.5 per cent of the labour force. This was a relatively low unemployment rate compared to 6.7 per cent in Shellharbour LGA, and 5.9 per cent in New South Wales. As well as having lower unemployment, Albion Park had a higher labour force participation rate at 67 per cent, compared to 59 per cent for Shellharbour LGA and 60 per cent for New South Wales.

Industry of employment Almost 19 per cent of the working population in Albion Park are employed in manufacturing, and a further 15 per cent are employed in construction, 10 per cent in the transport, postal and warehousing services and 8 per cent in retail trade. Compared to Shellharbour LGA and New South Wales, Albion Park had much higher proportions of people working in manufacturing, construction and transport, postal and warehousing and mining industries, and much lower proportions in health care and social assistance and education and training (see Table 2.7). Albion Park also had much lower proportion of workers in the professional, scientific and technical services industry compared to New South Wales.

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Table 2.7. Industry of employment, Albion Park, Shellharbour LGA and NSW, 2011

Industry Albion Park Shellharbour LGA NSW Manufacturing 19% 12% 8% Construction 15% 9% 7% Transport, postal and warehousing 10% 6% 5% Retail trade 8% 13% 10% Public administration and safety 8% 7% 6% Other services 6% 5% 4% Mining 5% 2% 1% Accommodation and food services 4% 7% 7% Professional, scientific and technical services 4% 4% 8% Education and training 4% 7% 8% Wholesale trade 4% 3% 4% Health care and social assistance 3% 13% 12% Administrative and support services 2% 3% 3% Electricity, gas, water and waste services 2% 1% 1% Financial and insurance services 2% 3% 5% Rental, hiring and real estate services 1% 2% 2% Arts and recreation services 1% 1% 1% Information media and telecommunications 0% 1% 2% Agriculture, forestry and fishing 0% 0% 2%

2.4.3 Dunmore

Population A recent estimate of the resident population of Dunmore was not available, however the usual resident population was just 264 people at 2011. For this reason, care must be exercised in interpreting the census data of this suburb, and it could be expected substantial variations would occur from LGA and State averages due to small numbers. A decrease in population of just over 50 people (-3.8 per cent) had occurred in Dunmore between 2006 and 2011.

Age profile The median age of the population in Dunmore was 45 years of age, compared to a median age of 37 in Shellharbour LGA and 38 years in New South Wales.

With such a small population the age distribution charts for Dunmore (shown in Figure 2.16) are highly variable, however it can been seen there are higher proportions of people older than 45 years of age and smaller proportions of children and young adults compared to Shellharbour LGA and New South Wales.

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Figure 2.16. Population pyramids, Dunmore, compared to Shellharbour LGA and NSW, 2011

Cultural diversity There were no Aboriginal and Torres Strait Islander people in 2011 in Dunmore.

About 15.5 per cent of the population, or 41 people, were born overseas, including around 10.6 per cent of the population born in non-English speaking countries. Of the people born overseas, 15.8 per cent spoke English not well or not at all, compared to 7.4 per cent for Shellharbour LGA.

Population mobility Population mobility in Dunmore was much lower than in the other localities and compared to Shellharbour LGA and New South Wales, with 5 per cent of households having moved in the previous 12 months, and 15 per cent having moved in the previous 5 years (compared to 12 per cent and 33 per cent for Shellharbour LGA and 14 per cent and 37 per cent for New South Wales).

Household types There were just 94 households counted in Dunmore in 2011. Of these, around 34 households were couple families with children (36 per cent), 34 households were couple families (36 per cent) and 18 were people living alone (19 per cent). There were also 6 one parent families (6 per cent), and 3 group households (3 per cent). Compared to Shellharbour LGA, there were higher proportions of couple families without children and lower proportions of one parent households (see Figure 2.17).

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Figure 2.17. Household type, Dunmore, Shellharbour LGA and NSW, 2011

Dwelling types, tenure and cost All of the 94 occupied dwellings on census night in Dunmore were separate houses. This was a much higher proportion of houses in Dunmore than in Shellharbour LGA at 82 per cent and New South Wales at 70 per cent.

Dunmore had a similar breakdown of dwelling tenure to Shellharbour LGA and New South Wales (see Figure 2.18), with 37 per cent of households fully owning their dwelling, 34 per cent holding a mortgage, and 25 per cent renting. No households were recorded as renting from a State Housing Authority or a housing co-operative, community or church group.

Figure 2.18. Dwelling tenure, Dunmore, Shellharbour LGA and NSW, 2011

The median rent in Dunmore in 2011 was very low at $150 per week, which was the lowest of any locality in the Study Area and less than the median rent in Shellharbour LGA at $250, and in New South Wales at $300. The median mortgage repayment was $2,167 per month in Dunmore, which was higher than in Shellharbour LGA at $1,900 and in New South Wales at $1,993.

People with a disability There were 8 people in Dunmore who were classified as having a profound or severe disability, which was 3.0 per cent of the population. This was a slightly lower proportion compared to 5.9 per cent for Shellharbour LGA and 4.9 per cent for New South Wales.

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Travel behaviour Dunmore had higher proportions of households with two or three vehicles, compared to households in Shellharbour LGA and New South Wales (see Figure 2.19). Almost 30 per cent of households had three or more vehicles and 43 per cent had two vehicles.

Figure 2.19. Vehicles per Household, Dunmore, Shellharbour LGA and NSW, 2011

87 per cent of the population who were employed and travelled to work during the week of the census drove to work in a car, and a further 8 per cent were driven to work as a passenger in a car. No-one travelled to work using an active transport method (public transport, walking and/or cycling).

Socio-economic status (SEIFA Index) The suburb of Dunmore had a SEIFA index of disadvantage score which suggested a low level of disadvantage (Score: 1041, 61th per centile of Australian neighbourhoods) (ABS 2013b).

Income The median individual, family and household incomes for Dunmore were higher than those for the Shellharbour LGA and mostly higher than incomes for New South Wales in 2011 (see Table 2.8). The median family income for Dunmore was $1,781 per week, well above the median for Shellharbour LGA at $1,346 and New South Wales at $1,477.

Table 2.8. Income, Dunmore, Shellharbour LGA and NSW, 2011

Median weekly Dunmore Shellharbour LGA New South Wales income

Individual $522 $479 $561

Family $1,781 $1,346 $1,477

Household $1,483 $1,126 $1,237

There were 14 households in Dunmore in 2011 with a household income of less than $500 per week, or 14 per cent of all households. This was a low proportion compared to Shellharbour LGA at 18 per cent and New South Wales at 17 per cent.

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Labour force participation There were only 6 unemployed people in Dunmore in 2011, or 4.2 per cent of the labour force. This was a low unemployment rate compared to 6.7 per cent in Shellharbour, and 5.9 per cent in New South Wales.

Industry of employment Around 17 per cent of the working population in Dunmore are employed in transport, postal and warehousing services, a further 17 per cent are employed in public administration and safety, 13 per cent in manufacturing, 13 per cent in construction and 13 per cent in retail trade (see Table 2.9).

Table 2.9. Industry of employment, Dunmore, Shellharbour LGA and NSW, 2011

Industry Dunmore Shellharbour LGA NSW Transport, postal and warehousing 17% 6% 5% Public administration and safety 17% 7% 6% Manufacturing 13% 12% 8% Construction 13% 9% 7% Retail trade 13% 13% 10% Agriculture, forestry and fishing 10% 0% 2% Wholesale trade 6% 3% 4% Professional, scientific and technical services 6% 4% 8% Mining 4% 2% 1% Education and training 4% 7% 8% Electricity, gas, water and waste services 0% 1% 1% Accommodation and food services 0% 7% 7% Information media and telecommunications 0% 1% 2% Financial and insurance services 0% 3% 5% Rental, hiring and real estate services 0% 2% 2% Administrative and support services 0% 3% 3% Health care and social assistance 0% 13% 12% Arts and recreation services 0% 1% 1% Other services 0% 5% 4%

2.4.4 Shellharbour Oak Flats

Population The estimated resident population of Shellharbour-Oaks Flats was estimated to be 10,272 people in June 2013 (ABS 2014a). Between 2003 and 2013, the population grow by around 353 people, an average annual growth rate of 0.4 per cent (see Table 2.10). This was a lower growth rate than Shellharbour LGA and New South Wales, which were both 1.1 per cent.

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Table 2.10. Estimated resident population, Shellharbour-Oaks Flats, Shellharbour LGA and NSW, 2003-2013

Location 2003 2008 2013p Growth Growth Growth 2003-08 2008- 13 2003-13

Shellharbour-Oak 9,919 9,804 10,272 -0.2% 0.9% 0.4% Flats

Shellharbour LGA 60,815 63,956 67,797 1.0% 1.2% 1.1%

New South Wales 6,620,715 6,943,461 7,410,399 1.0% 1.3% 1.1% Notes: p = preliminary estimate. Source: ABS 2014a.

Age profile The age distribution of Shellharbour-Oak Flats was similar to Shellharbour LGA and New South Wales. However Shellharbour-Oak Flats has slightly lower proportions of young children and younger adults (30-44 years), and slightly higher proportions of older people (50-64 years), than Shellharbour LGA (see Figure 2.20). Compared to New South Wales, Shellharbour-Oak Flats had lower proportions of young adults (25-44 years of age), and higher proportions of older adults (45­ 64 years).

Figure 2.20. Population pyramids, Shellharbour-Oak Flats, compared to Shellharbour LGA and NSW, 2011

Cultural diversity There were 232 residents who identified as Aboriginal and Torres Strait Islander people in 2011 in Shellharbour-Oak Flats. These residents represented 2.4 per cent of the Shellharbour-Oak Flats population, and this was a slightly lower proportion than for Shellharbour LGA at 3.0 per cent, and New South Wales at 2.5 per cent.

About 20 per cent of the population, or 1,935 people, were born overseas, including around 12.0 per cent of the population born in non-English speaking countries. These were slightly higher proportions than for Shellharbour LGA, at 18 per cent of the population born overseas, and 9.5 per

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cent of the population born in non-English speaking countries. Of the people born overseas, 8.2 per cent spoke English not well or not at all in Shellharbour-Oak Flats, a higher proportion than for Shellharbour LGA at 7.4 per cent.

Population mobility Population mobility in Shellharbour-Oak Flats was similar to Shellharbour LGA and New South Wales with 11 per cent of households having moved in the previous 12 months, and 30 per cent having moved in the previous 5 years (compared to 12 per cent and 33 per cent for Shellharbour LGA and 14 per cent and 37 per cent for New South Wales).

Household types There were a total of 3,498 households counted in Shellharbour-Oak Flats in 2011. Of these, around 1,224 households were couple families with children (35 per cent), 924 households were couple families without children (26 per cent) and 775 were people living alone (22 per cent). There were also 478 one parent families (14 per cent), and 64 group households (1.8 per cent). These were similar proportions to the household breakdown for Shellharbour LGA (see Figure 2.21).

Figure 2.21. Household type, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011

Dwelling types, tenure and costs Of the 3,498 occupied dwellings on census night in Shellharbour-Oak Flats, 82 per cent were separate houses, 12 per cent were semi-detached and 6 per cent were attached. This mix of dwelling types was similar to Shellharbour LGA (82 per cent, 11 per cent and 5 per cent respectively), but included a higher proportion of separate houses and semi-detached dwellings, and a lower proportion of attached units compared to New South Wales (70 per cent, 11 per cent and 19 per cent respectively).

A very high 40 per cent of households owned their dwelling in Shellharbour-Oak Flats, compared to 34 per cent for Shellharbour LGA and 33 per cent for New South Wales (see Figure 2.22). A slightly low 23.6 per cent were renting. A low 3.8 per cent of households were renting from a State Housing Authority and 0.5 per cent from a co-operative, community or church group.

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Figure 2.22. Dwelling tenure, Shellharbour-Oaks Flats, Shellharbour LGA and NSW, 2011

The median rent in Shellharbour-Oak Flats in 2011 was $260 per week, which was slightly higher than the median rent in Shellharbour LGA at $250, but lower than in New South Wales at $300. The median mortgage repayment was relatively low at $1,800 per month in Shellharbour-Oak Flats, compared to $1,900 in Shellharbour LGA and $1,993 in New South Wales.

People with a disability There were 543 people in Shellharbour-Oak Flats classified as having a profound or severe disability, or 5.7 per cent of the population. This was a similar proportion to Shellharbour LGA at 5.9 per cent and New South Wales at 4.9 per cent.

Travel behaviour Around 35 per cent of households in Shellharbour-Oak Flats had one vehicle, and a further 35 per cent of households had two vehicles. Shellharbour-Oak Flats had a similar breakdown of vehicles per household to Shellharbour LGA and New South Wales (see Figure 2.23).

Figure 2.23. Vehicles per Household, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011

82 per cent of the population who were employed and travelled to work during the week of the census drove to work in a car, and a further 7 per cent were driven to work as a passenger in a car. Only around 6 per cent travelled to work by an active transport method (public transport, walking and/or cycling). These were similar proportions to the Shellharbour LGA but showed a lower use of

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active transport methods compared to New South Wales where around 20 per cent of workers used this method.

Socio-economic status (SEIFA Index) There was one neighbourhood in Shellharbour-Oak Flats which was in the bottom 10 per cent of the most disadvantaged neighbourhoods in the country, and two neighbourhoods in the bottom 20 per cent of neighbourhoods (see Figure 2.24) (ABS 2013b). Disadvantaged neighbourhoods are largely located to the west and east of Shellharbour-Oak Flats.

Figure 2.24. Socio-Economic Indexes for Areas (SEIFA), Index of Relative Social- Disadvantage (IRSD), SA1 level for Australia, 2011

Source: ABS 2013b

Income The median individual, family and household incomes for Shellharbour-Oak Flats were very similar to those for the Shellharbour LGA and slightly below incomes for New South Wales in 2011 (see Table 2.11).

Table 2.11. Income, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011

Median weekly Shellharbour-Oak Shellharbour LGA New South Wales income Flats

Individual $482 $479 $561

Family $1,367 $1,346 $1,477

Household $1,129 $1,126 $1,237

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There were 646 households in Shellharbour-Oak Flats in 2011 with a household income of less than $500 per week, or 18.5 per cent of all households. This was a similar proportion to Shellharbour LGA at 18.4 per cent and New South Wales at 17 per cent.

Labour force participation There were 288 unemployed people in Shellharbour-Oak Flats in 2011, or 6.2 per cent of the labour force. This was a slightly lower unemployment rate compared to 6.7 per cent in Shellharbour LGA, but slightly higher than the 5.9 per cent in New South Wales.

Current unemployment rates for Shellharbour-Oak Flats and Shellharbour LGA are shown in the figure below. The unemployment rate for Shellharbour-Oak Flats has been consistently lower than the rate for Shellharbour LGA.

Figure 2.25. Unemployment rate, Smoothed Quarterly, Shellharbour-Oak Flats and Shellharbour LGA, Dec 2010-Sep 2014

Source: Australian Department of Employment 2014.

Industry of employment Health care and social assistance (13 per cent), retail trade (13 per cent), manufacturing (12 per cent) and construction (9 per cent) were common industries of employment in Shellharbour-Oak Flats (see Table 2.12). The industry of employment breakdown for workers in Shellharbour-Oak Flats was similar to Shellharbour LGA but included a higher proportion of workers in retail trade and a lower proportion in professional, scientific and technical services compared to New South Wales.

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Table 2.12. Industry of employment, Shellharbour-Oak Flats, Shellharbour LGA and NSW, 2011

Industry Shellharbour-Oak Shellharbour LGA NSW Flats Health care and social assistance 13% 13% 12% Retail trade 13% 13% 10% Manufacturing 12% 12% 8% Construction 9% 9% 7% Education and training 8% 7% 8% Accommodation and food services 7% 7% 7% Public administration and safety 7% 7% 6% Transport, postal and warehousing 6% 6% 5% Other services 5% 5% 4% Professional, scientific and technical services 4% 4% 8% Administrative and support services 3% 3% 3% Financial and insurance services 3% 3% 5% Wholesale trade 3% 3% 4% Mining 2% 2% 1% Rental, hiring and real estate services 2% 2% 2% Arts and recreation services 1% 1% 1% Electricity, gas, water and waste services 1% 1% 1% Information media and telecommunications 1% 1% 2% Agriculture, forestry and fishing 0% 0% 2%

2.4.5 Haywards Bay Haywards Bay is located in Wollongong LGA, which in this case has also been used for comparison.

Population The estimated resident population was not available for Haywards Bay, however the usual resident population at the census was 693 people at 2011. Caution should also be exercised in analysing the data of a population this size. This was not a census locality in 2006, probably indicating there were no or very few residents in this area in 2006.

Age profile The median age of the population in Haywards Bay was 34 years of age, compared to a median age of 37 in Shellharbour LGA, 38 in Wollongong LGA and 38 years in New South Wales.

Haywards Bay had a higher proportion of young children and 30-39 year olds, and lower proportions of young adults (15-29 years) and older people (70 years and more) (see Figure 2.26).

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Figure 2.26. Population pyramids, Haywards Bay, compared to Shellharbour LGA, Wollongong LGA and NSW, 2011

Cultural diversity There were only 9 residents who identified as Aboriginal and Torres Strait Islander people in 2011 in Haywards Bay, representing just 1.3 per cent of the population. This was a lower proportion than Shellharbour LGA at 3.0 per cent, Wollongong LGA at 2.2 per cent and New South Wales at 2.5 per cent.

About 13.9 per cent of the population, or 96 people, were born overseas, including 7.8 per cent of the population born in non-English speaking countries. These were slightly lower proportions than for the Shellharbour LGA, with 18 per cent of the population born overseas, and 9.5 per cent of the population born in non-English speaking countries, and well below the proportions for Wollongong LGA, at 22 per cent and 14.3 per cent respectively. Of the people born overseas, only 3.0 per cent spoke English not well or not at all in Haywards Bay, compared to 7.4 per cent for Shellharbour LGA, 12.0 per cent in Wollongong LGA.

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Population mobility Population mobility in Haywards Bay was much higher than in Shellharbour LGA, Wollongong LGA and New South Wales, with 23 per cent of households having moved in the previous 12 months, and 80 per cent having moved in the previous 5 years (compared to 12 per cent and 33 per cent for Shellharbour LGA, 13 per cent and 34 per cent for Wollongong LGA and 14 per cent and 37 per cent for New South Wales). Haywards Bay includes two new residential areas.

Household types There were a total of 206 households counted in Haywards Bay in 2011. Of these, around 120 households were couple families with children (58 per cent), 67 households were couple families (33 per cent) and 9 were people living alone (4 per cent). There were also 10 one parent families (5 per cent), and no group households (0 per cent). A very high proportion of households in Haywards Bay were couple families with children compared to the other localities (see Figure 2.27).

Figure 2.27. Household type, various Localities, 2011

Dwelling types, tenure and costs The dwelling mix in Haywards Bay was dominated by separate houses with 99 per cent of the 208 occupied dwellings being houses in 2011. This was a much higher proportion of houses than in Shellharbour LGA with 82 per cent, Wollongong LGA with 71 per cent and New South Wales with 70 per cent.

A high proportion of households were purchasing their dwelling compared to the other localities (see Figure 2.28). A very high 63 per cent of households were paying a mortgage on their property in Haywards Bay, and just 10 per cent were renting, the lowest of all localities. No households were recorded as renting from a State Housing Authority or a housing co-operative, community or church group.

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Figure 2.28. Dwelling tenure, various Localities, 2011

The median rent in Haywards Bay in 2011 was $460 per week, and the median mortgage repayment was $2,817 per month. These medians were the highest of any locality in the Study Area and well above the averages for Shellharbour LGA and New South Wales. The median rent in Shellharbour LGA and Wollongong LGA was $250 and New South Wales was $300. The median mortgage repayment was $1,900 in Shellharbour LGA, $1,950 in Wollongong LGA and $1,993 in New South Wales.

People with a disability There were 27 people in Haywards Bay classified as having a profound or severe disability, or 3.9 per cent of the population. This was a low proportion compared to the other localities and New South Wales.

Travel behaviour Haywards Bay had a high proportion of households with two vehicles compared to the other localities (see Figure 2.29). Low proportions of households had one vehicle or no vehicle.

Figure 2.29. Vehicles per household, various Localities, 2011

87 per cent of the population who were employed and travelled to work during the week of the census drove to work in a car, and a further 3 per cent were driven to work as a passenger in a car.

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Only around 6 per cent travelled to work by an active transport method (public transport, walking and/or cycling). These were similar proportions to the Shellharbour LGA but showed a lower use of active transport methods compared to New South Wales where around 20 per cent of workers used this method

Socio-economic status (SEIFA Index) The suburb of Haywards Bay had a SEIFA index of disadvantage score which suggested a low level of disadvantage (Score: 1095, 87th per centile of Australian neighbourhoods) (ABS 2013b).

Income The median individual, family and household incomes for Haywards Bay were the highest of any locality in the Study Area, and well above the median incomes for Shellharbour LGA, Wollongong LGA and New South Wales (see Figure 2.12).

Table 2.13. Income, Haywards Bay, Shellharbour LGA, Wollongong LGA and NSW, 2011

Median weekly Haywards Bay Shellharbour LGA Wollongong LGA New South Wales income

Individual $711 $479 $489 $561

Family $1,885 $1,346 $1,426 $1,477

Household $1,807 $1,126 $1,101 $1,237

There were only 14 households in Haywards Bay in 2011 with a household income of less than $500 per week, or 7 per cent of all households. This was a very low proportion compared to Shellharbour LGA at 18 per cent and New South Wales at 17 per cent.

Labour force participation There were just 15 unemployed people in Haywards Bay in 2011, or 4.2 per cent of the labour force. This was a low unemployment rate compared to 6.7 per cent in Shellharbour LGA, 7.0 per cent in Wollongong LGA, and 5.9 per cent in New South Wales. As well as having low unemployment, Haywards Bay had the highest labour force participation rate at 69 per cent, compared to 59 per cent for Shellharbour LGA, 57 per cent for Wollongong LGA and 60 per cent for New South Wales.

Industry of employment Around 20 per cent of the working population in Haywards Bay were employed in manufacturing in 2011, and a further 10 per cent were employed in construction, 9 per cent in retail trade and 8 per cent in transport, postal and warehousing services (see Table 2.14). The proportion of people working in manufacturing (20 per cent) was well above the proportion working in this industry in Shellharbour LGA, Wollongong LGA and New South Wales.

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Table 2.14. Industry of employment, Haywards Bay, Shellharbour LGA, Wollongong LGA and NSW, 2011

Industry Haywards Bay Shellharbour LGA Wollongong LGA NSW Manufacturing 20% 12% 10% 8% Construction 10% 9% 7% 7% Retail trade 9% 13% 10% 10% Transport, postal and warehousing 8% 6% 5% 5% Wholesale trade 7% 3% 3% 4% Education and training 7% 7% 11% 8% Public administration and safety 6% 7% 7% 6% Rental, hiring and real estate services 5% 2% 1% 2% Professional, scientific and technical 6% 8% 5% 4% services Financial and insurance services 4% 3% 4% 5% Mining 4% 2% 3% 1% Health care and social assistance 4% 13% 13% 12% Administrative and support services 3% 3% 3% 3% Electricity, gas, water and waste services 2% 1% 1% 1% Other services 2% 5% 4% 4% Arts and recreation services 2% 1% 1% 1% Agriculture, forestry and fishing 0% 0% 1% 2% Accommodation and food services 0% 7% 7% 7% Information media and 1% 2% 0% 1% telecommunications

2.4.6 Comparison of Characteristics There are particular characteristics and significant differences among the various communities which make up the socio-economic environment of the project, and these differences would influence the way different parts of the Study Area would respond to the project.

Shellharbour LGA has a population profile that varies from New South Wales as a whole in that it is slightly younger, has a higher concentration of mature families with older children, and a high proportion of couple families with children. Median individual, family and household incomes are all below that of New South Wales and unemployment is higher. There are a high proportion of one parent families in the area; and a high proportion of households with mortgages.

Lower proportions of households than New South Wales are renting. In the case of both rents and mortgages, housing costs are relatively low. The LGA has high proportions of separate houses and low proportions of flats, as do all of the localities analysed. The socio-economic environment as a whole appears to have a relatively high Indigenous population, particularly in Albion Park Rail, but relatively low cultural diversity, especially from a non-English speaking background.

Wollongong LGA has a similar population profile to New South Wales however with slightly higher proportions of young adults (15-24 years) and older people (65+). Wollongong LGA also has a slightly lower concentration of families with children and couples, and slightly more people living alone and single parent families. Median individual, family and household incomes are slightly lower than the NSW average, and unemployment is around 1 percentage point higher.

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A slightly higher proportion of dwellings are fully owned in Wollongong LGA compared to New South Wales and slightly less under mortgage and being rented. The dwelling mix is more balanced with a similar proportion of dwellings being detached and attached dwellings compared to New South Wales.

In terms of cultural diversity, there are lower proportions of Indigenous people compared to New South Wales and lower proportions of people born overseas and from non-English speaking backgrounds.

Some characteristics of the community indicate groups which may be vulnerable to change caused by the project as a consequence of such factors as their cultural background, education, level of disadvantage or age.

Among the localities of the Study Area, Albion Park Rail is a relatively long settled, older suburb, along with Shellharbour-Oak Flats. This is reflected in the household structure of both – a relatively high median age, lower proportions of couples with children, and a slightly higher proportion of people living alone compared to the LGA.

Newer localities with younger populations include Albion Park and Haywards Bay. These tend to have a lower median age, high proportions of families with children and lower proportions of families without children or people living alone.

The newer localities have a lower proportion of one parent families, a higher proportion of separate houses and a lower proportion of flats and apartments. A high proportion of households have mortgages. More than half of the households in Albion Park, for example, were purchasing their dwelling, and more than 60 per cent in Haywards Bay. Mortgage costs in Albion Park were high for Shellharbour but average for New South Wales; whereas those in Haywards Bay were higher than all comparatives. These suburbs also tend to be highly car oriented, with high proportions of households with two or three vehicles.

The older suburbs, Albion Park Rail, and to a slightly lesser extent Shellharbour-Oak Flats, have a relatively high level of socio-economic disadvantage. This is confirmed by income levels, and particularly in the case of Albion Park Rail, a relatively high proportion of public housing compared to other parts of the Study Area. Both have a high proportion of one parent families, especially by State standards, a high proportion of households with no vehicle and also a high proportion of people with a disability. These may be groups who have sought the area for low cost housing and its accessibility to rail.

Unemployment in Albion Park Rail is the highest of the localities in the Study Area, and the rate of youth unemployment is very high. Industries of employment in both Albion Park Rail and Shellharbour-Oak Flats are strongly oriented to those who are lower paid, correlating with relatively low educational attainment. Both Albion Park Rail and Shellharbour-Oak Flats have relatively low median rents and mortgage repayments for the LGA. With a slightly older age profile, in Shellharbour-Oak Flats a very high proportion of households own their own dwelling.

Newer localities tend to have lower levels of disadvantage and higher median individual, family and household incomes. Haywards Bay would appear to be the least disadvantaged locality of the Study Area and the median individual, family and household incomes are the highest of any locality in the Study Area, and well above those for Shellharbour LGA, Wollongong LGA and New South Wales. Unemployment is lower in the newer localities than the older localities, workforce

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participation higher (particularly in Haywards Bay) and there is a greater range of slightly higher paying industries of employment.

Rural communities have differing characteristics. As an older farming community, Dunmore has a small, dispersed population and a mature age profile. All dwellings are separate houses and vehicle availability is very high. Again due to its rural nature, Dunmore has the lowest median rent in the Study Area, well below average, but a relatively high median mortgage repayment. Disadvantage is low; median individual, family and household incomes are relatively high; and a relatively high proportion of the population is engaged in white collar occupations.

The area has seen significant change with rapid growth of some areas over the past decade, and this will continue into the future. The larger population centres are currently to the east of the Highway, but future growth is slated to occur in areas to the west of the highway.

2.5 Community Structure and Infrastructure 2.5.1 Key Activity Centres

The Draft Regional Growth and Infrastructure Plan (2014) identified a regional centres hierarchy for the Illawarra region.

Regional City The Plan identifies Sydney as the global centre and Wollongong as the regional city. The functions of Wollongong were noted to include the following:

Provides a full range of higher order services and activities including business, office and retail uses with arts, culture, recreation and entertainment facilities to serve the wider community and broader Region. Contains major tertiary education and health facilities and incorporates high density commercial and residential development…

The commercial core is the focus with large retail and commercial floor area, including various department store/s. Well connected to public transport and roads with access by walking and cycling.

Major Regional Centre Shellharbour City Centre is the business and commercial centre of the city. Council’s administration building is located in the area. The city centre is a major regional centre and the largest retail centre in the LGA.

Warrawong and Dapto to the north, and Nowra-Bomaderry to the south, are the next nearest major regional centres.

The Illawarra Regional Plan anticipates that major regional centres will be:

Larger scale centres that service a number of districts, providing a wide range of business, retail and entertainment uses, including discount department stores, warehouses, transport logistics and bulky goods operations. Includes higher density residential development in the centre.

Focal point for subregional road and transport networks and servicing for a number of

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districts.

This plan further described the role of Shellharbour City Centre as follows:

The recent expansion of Shellharbour City Centre’s retail function will ensure that it continues to perform an important role servicing the southern part of the Region. It is a fully integrated centre with retail, entertainment, commercial, cultural and residential sectors, which is pedestrian friendly.

Major Towns The Illawarra Regional Plan anticipates major towns will be:

Centres that service the local area and surrounding suburbs, providing a range of business, retail and entertainment uses, including supermarkets, health and other services with higher density residential development in the centre.

There may be potential for retail expansion in some of these centres to include discount department stores such as Corrimal for example.

They include:  Warilla Grove  Albion Park

Towns (or Town Centres)

Examples of town centres identified by the Regional Plan include:  Oak Flats  Shellharbour Village  Shell Cove

The Regional Plan describes the role of towns as:

Small local centres that provide a range of business and retail uses, including supermarkets, health and other services with some residential uses, to serve the needs of people in the local area. Reliant on higher order centres for shopping and employment.

Villages The Shellharbour Retail and Commercial Centres Study (Hill PDA Consulting 2008), identified a number of villages at the next level of the retail hierarchy2, including:

 Albion Park Rail  Barrack Heights  Lake Illawarra  Tullimbar Village (under construction)

2 The Draft Illawarra Growth and Infrastructure Plan identified some ‘Neighbourhood Centres’ but left identification of these to local councils.

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2.5.2 Cultural facilities Cultural facilities are largely located in regional cities and major regional centres. Some can be free standing or associated with smaller centres, particularly in the case of local rather than district or regional level facilities.

In the case of the Shellharbour area, Wollongong City is the location of major regional level cultural facilities. Shellharbour City Centre, as the seat of local government, at the present time contains relatively few major cultural facilities, however further facilities are proposed (see below).

Cultural facilities identified in Wollongong City and Shellharbour LGA which are likely to serve the residents of the Study Area are listed in Table 2.15. A map showing the location of the cultural facilities in the Study Area is also provided (see Figure 2.30.

Table 2.15. Cultural facilities

Facility Type Facility Comments

Wollongong City

Performance space Wollongong Town Hall Four meeting and performance spaces – main auditorium with capacity for 825 people seated, multipurpose room which can be used as a function space, green room or break out space, and Ocean and Wattle rooms for meetings and small workshops.

Performance space Illawarra Performing Arts Three spaces – IMB theatre seats 515 people in Centre steeply raked auditorium and includes classic proscenium arch, orchestra pit and thrust stage, Bruce Gordon Theatre smaller theatre seating around 200 people (also raked seating with two levels), and Bob Peet Studio for smaller audiences (seats around 80 people) as well as a studio used for training and development.

Performance space Phoenix Theatre Small theatre with 94 seats, not aligned with a particular theatre company so available for hiring for a variety of community groups and companies.

Art gallery Wollongong Art Gallery Wollongong Art Gallery, managed by Wollongong City Council, is one of the largest regional art museums in Australia.

Museum Wollongong Science Centre Located on the University of Wollongong and Planetarium campus, the Science Centre is a two-storey exhibit hall.

Museum Illawarra Museum Historical museum run by the Historical Society since 1966.

Exhibition WIN Entertainment Centre Large hall with seating in variety of centres/spaces configurations. Seats 6,000 people in tiered

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Facility Type Facility Comments

theatre style. A proposal to upgrade the facility to cater for a wider range of conventions and exhibitions, as well as sporting events.

Shellharbour LGA (outside Study Area)

Performance Space The Harbour Theatre Established in 1987. Home to the Roo Theatre (Wentworth Street, Company, the theatre is used for training and Shellharbour Village) skills development as well as six productions each year and school performances. The theatre reportedly has aging equipment and infrastructure and ongoing maintenance is difficult for the Roo Theatre Company to cover without assistance from Council.

Art Gallery Shellharbour Village Exhibition 60sqm space. Space (SVES) (Addison Street, Shellharbour City Centre)

Cinemas Greater Union Shellharbour (4 Memorial Drive, Shellharbour City Centre)

Study Area

Performance space Centenary Hall (Tongarra The Centenary Hall is Shellharbour’s largest Road, Albion Park) public hall and performance space. The hall seats up to 290 people with a stage and 2 dressing rooms. There is also a meeting room, kitchen and annexe. All facilities are available to hire on a regular or casual basis, 7 days a week.

Museum Tongarra Museum (Russell Local heritage museum. Street, Albion Park)

Museum Illawarra Light Rail Museum The museum has a number of locomotives and (48 Tongarra Rd, Albion Park rolling stock of historical interest. Rail)

Museum Historical Aircraft Restoration A museum and workshop run by volunteers for Society (HARS) (Airport, Albion many famous historical planes. Not-for-profit Park Rail) organisation formed in 1979. Monthly open days.

Function Centre Ravensthorpe (Tongarra Road, Nineteenth century home restored as a Albion Park) restaurant, accommodation and for functions.

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Figure 2.30. Map of cultural facilities in the Study Area

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A key premise of the first cultural plan which has guided Council for over a decade was that Shellharbour City needed to create a bold new regional identity as a growth centre providing high quality residential, recreational and living opportunities. The (at that time) planned City Centre, about to begin construction, was anticipated to provide a new heart for both the City and the broader region (Shellharbour Cultural Plan, Shellharbour City Council, 2000).

New cultural facilities planned included the establishment of a new City Library and sessional services spaces, the development of a specialist performance/theatre venue, a multi-function arts facility, a civic auditorium and a city park.

There have been various other recommendations over time that the City requires a higher order cultural facility to contribute to the Shellharbour City Centre, including the City Centre Master Plan, 2008.

Shellharbour City Council acknowledges on its website that:

“Shellharbour City Centre is the commercial and retail ‘heart’ of the Shellharbour local government area, but it doesn’t yet have major community facilities like an auditorium, meeting areas, a city library or museum. Most regional cities around Australia have a city centre where people can shop, enjoy a meal, see a show and use a whole range of government and council services”.

Council has proposed the project known as the ’City Hub’ to provide those features, along with a civic square for public events, a Council Chamber and Council administration offices, and on-site parking. It is proposed to be built on the corner of College and Cygnet Avenues, across the road from Stockland Shellharbour as part of the Shellharbour City Centre. It is planned to include:

 A city library - 2,000sqm  A museum integrated with the library  An auditorium – 350-seats  Meeting areas – three small rooms and two larger rooms with access to combined kitchenette and waiting area  Civic square for public events – 2,000sqm  Council administrative offices and Chamber and  Multi-level undercover parking3.

It is understood the initial planning carried out for the facility (including concept plans in order to levy developer contributions for the project (Shellharbour City Council, 2012)), included the multi­ function arts centre, however the facility was later removed from planned projects with funding going towards other facilities (Arnold 2013).

A development application for the City Hub, placed on public exhibition from 12 June to 2 July 2014, has been approved by the Joint Regional Planning Panel (JRPP), subject to conditions.4

3 Shellharbour City Council, 2014, Shellharbour City Hub, http://www.shellharbour.nsw.gov.au/default.aspx?WebPage=1628 4 http://www.shellharbour.nsw.gov.au/default.aspx?WebPage=1737

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2.5.3 Community Facilities As with cultural facilities, there are several major regional facilities for which residents of the Study Area are likely to travel to Wollongong. Wollongong particularly has a range of higher order health and education facilities. These include The Wollongong Hospital, the University of Wollongong and Wollongong TAFE campus, the largest in the Illawarra region. Wollongong also has an additional public hospital which provides rehabilitation, aged care and palliative care services, and the large Figtree Private Hospital.

The highest order community facilities in Shellharbour LGA are located in Shellharbour City Centre/Shellharbour Village. These include the Shellharbour Hospital and Private Hospital, and the Shellharbour TAFE campus as well as the Blackbutt Youth Centre. However, currently there is no city library and LGA or district level community centre.

Community facilities in the Study Area (Albion Park Rail, Albion Park and Oak Flats)5 focus on local level facilities. Important clusters of community facilities were found to exist in Ash Street, Albion Park; Albion Park (particularly in Tongarra Road and Russell Street); and in Oak Flats (particularly Central Road). There is also a specialised cluster of aeronautical/emergency services located along Airport Road, Albion Park Rail.

Community facilities likely to serve residents of the Study Area are shown in Table 2.16. A map with the facilities in the Study Area is also provided in Figure 2.31 and Figure 2.32.

Table 2.16. Community facilities

Facility Type Facility/Service/Club Comments

Wollongong City

Health The Wollongong Hospital Illawarra and Shoalhaven’s major referral and teaching hospital with more than 500 beds. Provides a comprehensive range of services.

Health Figtree Private Hospital Around 100 beds providing medical, surgical, maternity and palliative services and a range of acute specialities.

Education University of Wollongong The University has around 30,000 students including 13,000 international students. Offers 470 degrees across nine locations.

Education Illawarra TAFE Wollongong Illawarra TAFE has 14 campuses from campus Wollongong in the north to Bega on the South Coast. Wollongong campus is TAFE Illawarra's largest Campus and is located next to the university. All faculties are represented at the campus. There is also a further campus at Wollongong West.

5 No community facilities were identified in Haywards Bay or Dunmore

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Facility Type Facility/Service/Club Comments

Shellharbour LGA (outside Study Area)

Health Shellharbour Hospital (Madigan The general hospital has 87 medical, surgical Boulevard, Shellharbour City and special care in-patient beds, and an 8 bed Centre) day surgery unit, in addition to 69 mental health in-patient beds. Planning is currently underway for a major $251 million redevelopment of the Shellharbour Hospital. The proposed development would result in a substantial increase in beds at the existing location. The development awaits funding. Funding has been provided for a new Ambulatory Care facility at the hospital.

Health Shellharbour Private Hospital Licensed for 52 beds. In-patient and out­ (27 Captain Cook Drive, Barrack patient services, including rehabilitation, Heights) endoscopy, pathology, ear, nose and throat surgery, colorectal services, pain management, orthopaedic, oral surgery, radiology, general surgery, gynaecology, plastic surgery and day surgery.

Education Illawarra TAFE Shellharbour Shellharbour campus offers a full range of Campus (11 College Avenue, programs including business, nursing, Shellharbour City Centre) engineering, automotive trades, education, general education and access programs, welfare, child studies, health, recreation and maritime studies.

City Library (Proposed) City Hub A city library is proposed in the City Hub in Shellharbour City Centre.

Library Shellharbour Village Library The Shellharbour Village Library is a branch (Wentworth Street, library which is open for selected hours 3 days Shellharbour Village) per week. This library was recommended to be closed and replaced by a new library at Shell Cove as part of the 2007 Library Facilities Review.

Library Warilla Library (Shellharbour The Warilla Library is a branch library. The Road, Warilla) Warilla library site and the old Warilla Council Chamber have been sold. Council has now identified a preferred site for Warilla’s new library, at Keith Fletcher Park next to Warilla Grove.

Youth Centre Blackbutt Youth Centre (Cygnet Open all day Monday to Friday, and drop-in all Avenue, Shellharbour City afternoons (2pm-6pm). Activities include Centre) performance program (drama, circus and guitar), live performance space, street art program, drop in, school holiday activities, and transition to teens program.

Youth Centre PCYC Lake Illawarra (Reddall Open 5 days per week, providing a wide range Parade, Lake Illawarra) of sports, programs and activities eg art classes, cardio exercise, gymnastics, boxing, bicycle safety, Traffic Offender Intervention Program, Tumbling Teddies, gym, wrestling.

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Facility Type Facility/Service/Club Comments

Community Centre Warilla Neighbourhood Centre The centre has two community rooms and a (69 Benaud Crescent, Warilla) small hall for hire. Activities include craft group, youth drop in program, youth worker, information and referrals, line dancing, introduction to computers, older women’s craft and support group, Legal aid, senior week activities and tax help.

Community Centre Shell Cove Community Centre Temporary building while a permanent (25 Southern Cross Boulevard, building is constructed at the Boatharbour Shell Cove) precinct. Activities include euchre, craft, social group, gentle exercise, playgroup, felt making, Bahai community, Zumba and garden club.

Study Area

Albion Park Rail

Airport Illawarra Regional Airport A security controlled, licensed airport owned and operated by Shellharbour City Council. It is the base for a growing Light Aeronautics Industry, which provides maintenance and engineering services for aircraft ranging from ultra light to medium size turbo prop and jet aircraft. Also the base for the Historical Aircraft Restoration Society (HARS) museum and workshop (see ‘Cultural Facilities’). The airport hosts a 2 day annual air show, ‘Wings Over Illawarra’, which showcases a wide range of activities and displays, including an air show of aerobatic, historic, modern and military aircraft along with defence force exhibits, freestyle motocross displays, classic cars and bikes, amusement rides, merchandise and food stalls. Community Centre Albion Park Rail Hall which seats 70 people, one meeting room, Neighbourhood Centre (Ash a kitchen, an outdoor space and courtyard. Avenue, Albion Park Rail) Available to hire. Programs include: Deaf Society NSW, SCC Youth Services, Heartmoves, Southern Youth and Family Services, playgroup, Alanon, women’s group and tax help.

Community Centre Koori Mens Group Cottage / Non-profit Aboriginal community organisation Illawarra Koori Men’s Support initiated and directed by Aboriginal men. Group

Health and Emergency NSW Fire Brigades Training Services Centre

Health and Emergency Oak Flats Rural Fire Brigade Services Located on Airport Road Health and Emergency Australia Aerial Patrol Services

Health and Emergency Illawarra Fire Control Centre Services

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Facility Type Facility/Service/Club Comments

Health and Emergency Ambulance Service NSW Services Southern Region Heli Base Facility

Schools Albion Park Rail Public School Children Koninderie Community Based

Preschool Children Alunga Children’s Centre Children Greenmeadows Preschool Children Aspect Kids Playgroup Playgroup for families with children on the Autistic spectrum.

Children Cooinda Family Mornings

Aboriginal Playgroup

Aged Warrigal Care Albion Park Rail 64 independent living units and residential aged care facility

Disability Life without Barriers A secular, not-for-profit organisation providing care and support services for people with a disability and mental illness but also homelessness, recent immigrants, and young people.

Albion Park

Community Centre Albion Park Youth and Open four days per week, offers a range of Community Centre programs including: walking group, art class, computer lessons for seniors, women’s group, homework help, seniors social group, community gardeners, youth drop in, quilters group, Parkinson’s support group and tai chi.

Community Centre Albion Park Men’s Shed

Meeting Space Court House

Meeting Space RSL Memorial Club

Meeting Space The Donald Youll Memorial Hall Small public hall located within the Albion Park Showground.

Library Albion Park Library Includes services for local parents such as story times for babies and young children.

Court House Albion Park Court House Located on Tongarra Road

Health and Emergency Albion Park Early Childhood

Services Health Clinic

Health and Emergency Rural Fire Brigade Station

Services Health and Emergency Fire Station (Russell Street) New station recently opened Services Schools Illawarra Christian School

Schools Albion Park Public School

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Facility Type Facility/Service/Club Comments

Schools Albion Park High School Schools St Joseph’s Catholic High

School Schools St Pauls Catholic Primary

School Schools Mount Terry Public School Children Albion Park World of Learning Children Uniting Church Playgroup Children Terry Street Kids Children Centenary Hill Pre-School Children Albion Park Early Learning

Centre Children Dynamic Learners Early

Childhood Centre Children Bright Beginnings Childcare

and Early Learning Centre Children Bedrock Kids Children Mount Terry Preschool Children The Grove Academy Children Albion Park Playgroup

Children All Saints Preschool Youth Youth Space Drop In At Albion Park Youth And Community Centre two afternoons per week 4-6pm

Aged Ridgeview Aged Care Residential aged care facility offering low and high dependency care and dementia care

Aged Albion Park Home and Centre located at showground providing a Community Care (HACC) Centre range of HACC activities, support and services (Albion Park Showground, to help older people and people with a Tongarra Road) disability to remain at home and prevent their inappropriate or premature admission to residential care. HACC services provide support to: - frail older people - younger people with a disability - their carers The centre also provides a regular venue for other groups, including the Italian Social Welfare Organisation, the Illawarra Ethnic Communities Council, Greek Daycare, Australian & Latin American Social & Sporting Association (ALASSA).

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Facility Type Facility/Service/Club Comments

Aged Community Transport Community Transport: Wollongong - Shellharbour (CT:W-S) provides affordable and reliable community transport options to eligible community groups and individuals within the Wollongong and Shellharbour Local Government Areas. CT:W-S is a service of Wollongong and Shellharbour City Councils which is supported by a team of dedicated volunteer drivers and carers.

Aged Warrigal Care Albion Park 16 independent living units and 230 aged care places.

Oak Flats

Community Centre Oak Flats Neighbourhood Large hall space seats up to 110 people, as Centre well as kitchen and office space. Space used for baby health clinic, Australian Red Cross and casual users.

Health and Emergency Ambulance Station (Oak Flats) Serves large catchment area including Services Shellharbour, Shell Cove, Lake Illawarra and Albion Park.

Health and Emergency Lake Illawarra Police Station Part of Local Area Command which serves Services (Pioneer Drive, Oak Flats) from Port Kembla to Kiama, including Study Area. Replaces previous functions of Albion Park Police Station (Tongarra Road).

Library Oak Flats Library This library was recommended to be closed as part of the 2007 Library Facilities Review. Open 4 days per week.

Schools Corpus Christi Catholic High

School

Schools Oak Flats Primary School

Children Shellharbour/Kiama Family Day

Care Scheme Children ECPC Early Childhood Play Community-based occupational therapy centre services play centre. Children Early Years Care Family Day

Care Children Stepping Stones Childcare

Centre

Children Oak Flats Public School

Preschool

Children Shellharbour City Family Day

Care

Children Olitots Preschool

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Facility Type Facility/Service/Club Comments

Aged Oak Flats Senior Citizens Centre The Oak Flats Senior Citizens Centre is located on Fisher Street in Oak Flats, next to the community centre. The centre is run by a volunteer committee which hosts a range of events and activities for older people in Shellharbour.

Disability Support Northcott Disability Services

Other Lake Illawarra Family Violence

Support Source: Supplied Council Data; Shellharbour City Council 2015.

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Figure 2.31. Map of community facilities in the Study Area (Community Centres, Libraries, Health and Emergency Services)

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Figure 2.32. Map of community facilities in the Study Area (Schools, Facilities for Children, Facilities for Older People)

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2.5.4 Recreation facilities Regional sport and recreation facilities are located in Wollongong (such as the WIN Entertainment Centre and Stadium, and the Wollongong Botanic Gardens). In Shellharbour LGA, the Croom Regional Sporting Complex including the Shellharbour City Stadium, located in Albion Park, are large sporting facilities with a wide catchment. There are also a range of local level recreation facilities throughout the suburbs of the Study Area.

Recreation facilities which are likely to be used by residents of the Study Area are listed in Table 2.17. Local facilities are mapped in Figure 2.33.

Table 2.17. Recreation facilities

Facility Type Facility/Service/Club Comments

Wollongong

Sport and Recreation WIN Entertainment Centre Large hall with seating in variety of configurations. Seats 6,000 people in tiered theatre style. There is a proposal to upgrade the facility to cater for a wider range of conventions and exhibitions, as well as sporting events.

Sport and Recreation WIN Stadium Multi-purpose facility (rugby league, rugby union and football) with a capacity of around 23,000.

Open Space Wollongong Botanic Gardens 10 hectare gardens includes: various themed areas (open forest and grasslands, azalea bank, kitchen garden, drylands, flowering plants and shrubs, herbs, middle creek garden, rainforest collection, rose garden, sandstone, garden, succulents, temple garden, bush tucker and woodlands) and an all-abilities playground.

Shellharbour LGA (outside Study Area)

No other major facilities identified

Study Area

Albion Park Rail

Sport and Recreation Croom Regional Sporting Includes the following user groups/uses: Complex  Shellharbour City Stadium (listed separately below)  Illawarra Model Car Club (track, canteen, amenities)  BMX Club (track, access to a canteen, no amenities)  Athletics Club (oval, track, field, long jump, canteen, cross country track at back of grounds, amenities)  Tennis (4 courts, amenities)  South Coast Equestrian Club (5 arenas, clubhouse, amenities)

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Facility Type Facility/Service/Club Comments

 Stoney Range Pony Club (located in Croom Reserve, a cross country course, amenities, clubhouse, horse pens, round yards, shipping container, fencing, lockable gates)  Illawarra Horse Trail Riders Inc (use the Pony Club on coordinated trail rides)  Horsepitality Trail Riders (two arenas and use the Pony Club at times)  The Rail Cricket Club (cricket field with one pitch, clubhouse, cricket nets  Junior AFL Club (field which includes a pitch used by cricket club)  Junior and Senior Rugby League (Centenary Field (3 international and 2 mini fields, new clubhouse, canteen, amenities – also used by a range of schools and other sports)  South Coast Women’s Hockey Association and Illawarra District Men’s Association (Mary Marley Hockey Centre, comprising 2 fields, clubhouse and amenities building (including canteen) used by 12 hockey clubs and also school groups and the Soccer Club during bad weather)  Four netball clubs (6 hard courts, 6 grass courts, amenities shared with hockey, equipment cupboard in stadium)  Illawarra Kareelah Orienteering Club (use whole complex, including Croom Reserve (below)

Sport and Recreation Croom Reserve A heavily vegetated reserve within the northern part of the Croom Regional Sporting Complex which is part of the Illawarra lowlands grassy woodlands Endangered Ecological Community (EEC). The Reserve is protected through a conservation agreement between Shellharbour City Council and National Parks and Wildlife Services. It is used for passive recreation, orienteering, picnicking, trail riding, and cross country running and horse riding, and contains tennis courts and an equestrian facility (the Pony Club).

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Facility Type Facility/Service/Club Comments

Sport and Recreation Terry Reserve A reserve lying between Croom Regional Sporting Complex and Terry St Albion Park. Used (accessed off end of Hughes Drive). Contains 3 football fields (2 with lights), clubhouse, office, modern amenities, canteen, and BBQ area which are the home of:  Albion Park White Eagles Football Club  Illawarra Churches Soccer Association (use 2 of the White Eagles fields)  Albion Park Women's Soccer Club, and  Albion Park Junior Soccer Club. Bicycle path connection to Croom Regional Sporting Complex.

Sport and Recreation Shellharbour City Stadium – Three multi-purpose courts for basketball, Part of the Croom Regional indoor soccer, hockey, netball, volleyball and Sporting Complex badminton. Fixed seating for 400, plus 80sqm function room, offices, kiosk, storage.

Sport and Recreation AMF Bowling Illawarra – Ten Pin Bowl

Sport and Recreation Tiger Putt Putt and Little Tiges Play centre for 0-10 year olds includes indoor Play Centre mini-golf for all ages.

Sport and Recreation C1 Speed Indoor Karting

Sport and Recreation Skate park

Sport and Recreation German Air Rifle Club Illawarra

Sport and Recreation Albion Park Smarts Centre Currently used by the woodcarvers club.

Sport and Recreation Illawarra Regional Airport Sydney Microlight Centre and NSW Air offer training and recreational flights.

Sport and Recreation Albion Park Rail Physical Classes held at Albion Park Rail Primary School. Culture Club

Albion Park

Sport and Recreation Albion Park Showground Located on the northern edge of Albion Park township. Provides showground facilities and football field. Main arena, pavilion and oval used for a variety of community events, including annual show, equestrian and vehicle shows, demolition derby,

Sport and Recreation Albion Park Tennis Club

Sport and Recreation Scout Hall

Sport and Recreation Keith Grey Oval Cricket and football.

Sport and Recreation Albion Park Bowling &

Recreation Club Sport and Recreation Albion Park Swimming Pool Sport and Recreation Skate Park

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Facility Type Facility/Service/Club Comments

Sport and Recreation Darcy Dunster Reserve Park on southern bank of Macquarie Rivulet with 1.8 kilometre shared bicycle/pedestrian path used by walking groups and others. Picnic grounds.

Sport and Recreation Albion Park Physie Club Classes held at Albion Park High School.

Oak Flats

Sport and Recreation Oak Flats Pool

Sport and Recreation Oak Flats Roller Skating Club

Sport and Recreation Oak Flats Tennis Club

Sport and Recreation Oak Flats Bowling and Includes two grass and one synthetic green. Recreation Club

Sport and Recreation Shellharbour City Rowing Club Available to teach children to sail, teaches a Certificate in small boat handling, and racing for beginners to intermediate.

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Figure 2.33. Map of recreation facilities in the Study Area

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2.5.5 Key paths of travel, community movement and interaction patterns The communities of the Study Area and Shellharbour LGA in general appear highly mobile populations which need to travel, mostly by private vehicle, to access employment, retail and commercial facilities, cultural, community and recreation facilities and services. Without exception, none of the localities are self-contained in having everything ’local’.

With the development of the ’City Hub’ in Shellharbour City Centre, some higher level needs which are currently leading to inter-regional travel to Wollongong, will be reduced. However Wollongong will always remain the highest order centre for the region, and to that effect, travel north-south on the Princes Highway/Motorway, and therefore access to the highway/motorway, particularly to and from the north, will always remain important to residents.

Similarly, linkages to Shellharbour City Centre are important for retail, commercial, entertainment and some community facility purposes. Hence access to Shellharbour City Centre from the Study Area will remain and indeed increase in importance as the planned new cultural and community facilities develop. Access from and across the highway toward the east is therefore crucial. This includes connections to the New Lake Entrance Road and the East West Link.

Access to Croom Regional Sporting Complex from the south and north as well as the east is important in a regional sense. Local linkages to this facility and the adjoining Terry Reserve are important to both the east and west, by car, bicycle, pedestrian and horse trails.

At the same time, particularly given Albion Park Rail has been identified as having relatively few facilities and limited shopping, local connections from and across the highway to the west, especially with Albion Park via Tongarra Road, are particularly important for residents of this area. Albion Park provides a cluster of retail, recreation and community facilities such that there is an interdependence between these communities. The SGS retail study (2014) considered that the Albion Park Town Centre has a wide urban footprint, encompassing Albion Park Rail.

Oak Flats contains a cluster of community and recreation facilities, and connection via Central Road is important. It is additionally important that ready access from Oak Flats to all parts of the Study Area, as well as to the north and south, are provided for police and ambulance services which have stations in these areas which service the Study Area and wider. Fire and Rescue NSW have established a new station on Russell Street, Albion Park, relocating from the previous station at Albion Park Rail.

2.5.6 Community values Community values are informed by many factors, in accordance with the Socio-Economic Practice Note (EIA-NO5) (Roads and Maritime Services, 2013). These might include:

 Amenity and character  Community health and safety (including road safety and perceptions of road safety)  Community cohesion and sense of community  Important environmental values including natural features  Identification with a place  Community fears, aspirations and view of the future.

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Cultural and landscape values The cultural landscape of Shellharbour is important to its regional identity. The first Shellharbour Cultural Plan (2000-2004) considered that:

“Much of the visual impact of Shellharbour is rooted in the cultural landscape that enfolds the municipality. This ‘“sense of place’ has several historic layers from its natural beauty to the calming effects of the cultural pastoral vistas. Any community’s identity must acknowledge its roots in order to grow and prosper.” (Susan Jackson, Shellharbour Heritage Advisor)

The Plan notes the community’s esteem for landscape values. It argues that natural heritage and rural lands contribute to a distinctive and unique sense of place for Shellharbour City.

The Shellharbour Draft Social Plan 2009-2011 undertook a survey which identified what people liked most about living in the Shellharbour Local Government Area. There were some very common themes to emerge and some shared views about the positive aspects of life in the City. These were:

 The physical environment – the views and scenery, mountains, beaches, rivers and the lake  The human character of the City, making mention of ‘the people’, the ‘sense of community’, ‘community values’ and ‘community spirit’  The ‘unique culture’, ‘laid back lifestyle’, ‘progressive attitudes’ and peaceful lifestyle that the City offered and being close to Wollongong and Sydney, yet maintaining the ’regional‘ and ‘rural’ lifestyle.

In short, the results suggested people enjoy the physical beauty and lifestyle associated with living in the City more than anything else.

A range of other positive aspects of life in the Shellharbour Local Government Area were also put forward by survey participants. These included:

 Proximity to services in Wollongong and other regional centres  Village atmosphere  The diversity of people, attitudes and geographies  New infrastructure  The opportunities for outdoor activities, including parks and reserves  Feelings of personal safety  Cafés, restaurants, and eating facilities.

Amenity and character The amenity and character across the region varies (and considerably between localities), from rural communities, to newer rural residential communities, new and settled suburbs, and older residential areas. Amenity is currently considerably decreased in suburbs along the Princes Highway, and the character of those localities reflects this accordingly. The corridor through Albion Park Rail and Oak Flats presents evidence of an environment in which it is difficult to maintain an attractive and aesthetically appealing residential environment; and where on-street community interaction is likely to be limited. This is reinforced through Albion Park Rail shopping centre, which offers a poor quality of public domain and does not contain facilities that encourage community gathering and meeting.

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Sense of community It is likely the sense of community in highway localities is therefore relatively low, and this is confirmed in the case of Albion Park Rail by apparently somewhat limited community organisations and events (eg the Chamber of Commerce is based in Albion Park). There is however a Neighbourhood Centre managed by The Rail Neighbourhood Association Inc., which provides a community focal point, together with a skatepark and playing fields. Places to meet otherwise appear relatively few. The Albion Park Rail newsagency seems to play a de facto role in building social capital, providing a place for informal encounters and the sharing of local knowledge.

More evidence of a sense of community (eg signs, activities, events and organisations) and a safer and healthier living environment exists in Albion Park and in parts of Albion Park Rail further from the highway (eg the Woollybutt Drive/Jarrah Way area). As a master planned and relatively well kept community, and one that is fairly discreetly contained by major roads, the latter is considered to be likely to have a higher level of community cohesion and sense of community.

In some other parts of the Study Area there appears to be a strong sense of community, based on residents sharing a common purpose such as pursuing a rural residential lifestyle and shared values in terms of maintaining rural character and establishing an attractive home and property. This particularly includes northern areas such as Larkins Lane.

There is a clear community of interest among the farming community, particularly the dairying community, and among equestrians in the area. Sport is likely to be a common tie, and in this respect Croom Regional Recreation Complex plays an important role in being the home to many local sporting clubs.

Community health and safety Community health and safety along the highway corridor in Albion Park Rail would appear low. Many houses have driveways which directly access the highway, leading to safety and inconvenience issues; there are local intersections which have poor safety records; and walking, cycling or driving along or crossing the corridor holds health and safety risks. Community health is also likely to be affected by dust, pollution, sleep disturbance and stress. Residents in this corridor could be expected to hold hopes for an improvement in their environment.

Village Feel Albion Park has developed an important ‘village’ feel in its local shopping strip which is valued by locals as evidenced by the activity of the Chamber of Commerce. The shopping centre contains places to gather and meet, and is generally an attractive environment. A project called ‘Destination Albion Park’ is in the final stage of works, including extending the main street upgrade. Jointly funded by Council and the State Government in 2010, it aimed to increase the appeal of Tongarra Road and surrounding public amenities, including car parking facilities, showground and parks6. It is understood a similar town centre study was planned to have been carried out by Council for Albion Park Rail, but this has been ‘put on hold’ pending the outcomes of the project study.

6 www.shellharbour.nsw.gov.au/default.aspx?WebPage=1312

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Safety and security The Shellharbour Crime Prevention Plan 2012-2015 found Malicious Damage is by far the most significant reported crime in the Shellharbour Local Government Area, and there is capacity to significantly reduce the incidence and cost of this through improved planning, design and management of public and private spaces7. Almost 50 per cent of the damage occurred in Warilla, Albion Park and Barrack Heights, and just over 12.4 per cent of this was alcohol-related. Albion Park Rail accounted for lesser reported incidents of Malicious Damage, but had the highest recorded rate of alcohol-related incidents. The Princes Highway, Croom Regional Sporting Complex and Community Centre in Ash Street were all common sites for reported incidents. Environmental factors have been identified as contributing factors, particularly poor lighting and design issues.

The Social Plan also identified various other issues which affect the area and may influence the values held by residents. These include:

 Social isolation due to geography and a lack of social activities  Discrepancies in infrastructure provision between older and newer suburbs  Transport difficulties for people on low incomes, young people, older people and those with a disability  A range of issues affecting young people, including the need for cultural and entertainment opportunities, lack of employment opportunities, lack of recreational activities etc  A range of issues affecting older people, including the need for ’age-friendly’ infrastructure such as footpaths  Access to services for children and families (including areas with poor transport)  Lack of opportunities to promote traditional Aboriginal and Torres Strait Islander art and cultural activities to the wider Shellharbour community  Need for improved access to services, infrastructure and transport for people with a disability  Need for improved safety and social inclusion for women.

2.6 Implications The review of the socio-economic environment found varied conditions and characteristics across the Study Area. These will influence the way residents react to changes which might be caused by the project.

The Illawarra region will experience change from a number of factors over the coming decades. Development of new release areas could transform the Illawarra by providing an ongoing supply of land for the growth of housing opportunities, maintaining a strong construction sector and creating an influx of new residents. These will introduce new values and new communities with different characteristics to existing areas. They will create new demands for transport and access to social infrastructure located in the Study Area.

7 Based on 2009 Bureau of Crime Statistics and Research (BOCSAR) data

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The key implications of the current population and housing profile for the assessment include:

 At least two of the communities surrounding the existing highway demonstrate substantial relative disadvantage. These communities have the potential to be more affected by change, and less resources to adapt to change. However they would benefit from positive changes in their environment which might make accessibility to facilities and services easier, possibly provide improved access to employment opportunities and generally result in less difficulty in moving around the Study Area.  The location of the Princes Highway through Albion Park Rail may contribute to the lower housing costs in this area which support more disadvantaged residents in the community. These residents would be vulnerable to change but benefit from improvements to the physical environment which made Albion Park Rail a more pleasant place to live.  There is a need for employment in Shellharbour LGA as a whole. This could result in positive benefits from the project in terms of local job opportunities  Some redevelopment is planned to occur in the older area of Oak Flats. This may introduce new residents who would benefit from new conditions  There is a relatively high Indigenous community in the area. This community may experience the vulnerability to change of disadvantaged groups  The locality of Haywards Bay to the north of Albion Park Rail is the least disadvantaged in the Study Area. It would generally have more resources available to respond to changes such as those on amenity.  Residents, particularly in the northern area, are likely to have strong connections to the homes they are buying and their local community, and may be resistant to change. On the other hand, many are relatively new to the area and expect change from growth and development  The population of the rural area of Dunmore is sparse and dispersed, but stable and long- settled. This community is likely to be less resilient to change and more affected by changes to long established patterns and lifestyles  The population of the area as a whole is highly vehicle oriented and has very low usage of active transport (public transport, walking and/or cycling). Improvements to road conditions, active transport and safety would be of benefit to this community  There are substantial future communities in the growth areas to the north which will need to be considered in the planning process.

The key implications of the review of community structure and social infrastructure for the assessment include:

 Considerable travel in and around the region can be required to access employment, retail and commercial, cultural, community and recreation facilities and services  It is important good transport connections exist and are maintained into the future despite urban growth, with the major regional city, Wollongong, and the major regional centre, Shellharbour  Residents of the Study Area, and indeed Shellharbour LGA as a whole, are highly dependent on access to Wollongong for higher order cultural, community and recreation facilities, and hence travel north-south on the Princes Highway/Motorway, and therefore access to the highway/motorway, will always remain important to residents  Linkages to Shellharbour City Centre are important for retail, commercial, entertainment and some community facility purposes. These linkages will become even more important

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should the ’City Hub’ development proceed and LGA wide cultural facilities be located there  Given Albion Park Rail has been identified as having few facilities, connections with Albion Park, Oak Flats and Shellharbour City Centre remain important for residents of this area  Albion Park provides an important cluster of community facilities which is likely to serve the whole Study Area  East-west linkages between Albion Park Rail and Albion Park are critical to the functioning of the area  The location of the Croom Regional Sporting Complex results in substantial inflow of users from the Study Area and other parts of Shellharbour and possibly adjoining LGAs and beyond which need to be readily and easily accessed  Part of the ’sense of place‘ and identity of the Shellharbour community derives from its rural backdrop and it will be important to preserve the relationship between urban and rural lifestyles, views and scenery.

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3. Local and regional industry and commercial activities

3.1 Illawarra Region The Illawarra region has a thriving industry base, national and international connectivity and world- class educational facilities (New South Wales Government, 2012a). The Region is seen in the Illawarra Draft Regional Growth and Infrastructure Plan (NSW Government, 2014a) to have many advantages – it is only an hour and a half from the centre of Sydney, has an abundance of natural assets and a range of strategic economic assets including the port of Port Kembla – an international trade gateway; Wollongong University – a major regional university; the Illawarra Regional Airport; and a skilled and diverse workforce.

Port Kembla is a major contributor to the economy of the Illawarra region. It is currently the primary port in New South Wales for motor vehicle imports and is likely to continue to support export trade such as coal, minerals and grain. The Port is forecast to grow, and providing long term security of access to the port is integral to the Port’s expansion plans. Port Kembla has been identified as the location for the development of a future container terminal to augment the capacity of Port Botany when required.

By 2031, the freight task in NSW is projected to nearly double. This will lead to a significant growth in freight movements on road and rail corridors in the Illawarra region.

The Draft Plan recognises the importance of building a strong, diversified and stable economy for the Region as a means of encouraging future growth. It identified opportunities to capitalise on the Region’s economic and environmental assets to be a world class region, as well as barriers. Growing and diversifying the economy to provide local jobs was one of the highest priorities and challenges of the Illawarra Draft Regional Growth and Infrastructure Plan, as well as providing infrastructure and services and improving access to job opportunities in Sydney.

It was identified in the Draft Plan that sufficient capacity was needed to accommodate industrial, manufacturing, retail and office opportunities required and promote the Region as a place to do business. An industrial land audit (Cardno, 2011) found that with future industrial land supply within the Illawarra Region being heavily constrained by the ocean and the escarpment, the region was in a vulnerable position relative to other regions in relation to the future availability of industrial land.

The Draft Plan identifies clear economic growth opportunities for the region in sectors such as tourism, health, disability and aged care, education, ICT/knowledge services, advanced manufacturing and logistics.

3.2 Local Government Areas Wollongong LGA is the hub of the region’s economy, with major national and international corporations part of the city’s business landscape.

Port Kembla is one of New South Wales’ major ports and is located just ten minutes drive south of Wollongong’s CBD. A significant historic contributor to the local economy, the port continues to contribute around $400 million to the regional economy (Remplan 2012). Wollongong also has good rail collections to the Sydney CityRail network, and is around an hour’s drive from Sydney’s international airport.

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The gross regional product of Wollongong LGA was estimated at $11.8 billion in 2010/11 (Remplan 2012), which is 2.4 per cent of the State total. There were estimated to be around 72,000 jobs in the Wollongong LGA which was less than the number of employed residents at around 82,850.

Table 3.1. Industry of employment for people working in Wollongong LGA, 2011

Industry Proportion of Workers Health care and social assistance 15.3% Manufacturing 11.8% Education and training 11.3% Retail trade 10.4% Accommodation and food services 7.5% Public administration and safety 6.2% Construction 5.8% Professional, scientific and technical services 5.4% Transport, postal and warehousing 4.3% Other services 4.2% Financial and insurance services 4.2% Administrative and support services 2.9% Wholesale trade 2.4% Mining 2.3% Rental, hiring and real estate services 1.7% Arts and recreation services 1.2% Information media and telecommunications 1.2% Electricity, gas, water and waste services 1.1% Agriculture, forestry and fishing 0.2% Notes: This data represents the number of people who work in Wollongong LGA rather than residents, who might work elsewhere. Source: ABS 2012.

Shellharbour LGA was once essentially a dormitory area for Wollongong with residents relying on Wollongong for jobs. The local economy was mainly based around mining, dairy farming and some manufacturing (Hill PDA Consulting 2008). More recently, the economy of the Shellharbour LGA has increased in diversity, with population growth contributing to residential and commercial development, and jobs in construction and building (Hill PDA Consulting 2008).

The gross regional product of Shellharbour LGA was estimated at $1.65 billion in 2013 (Informed Decisions 2014), 0.4 per cent of the State total. There were estimated to be around 2,870 local businesses and 17,573 jobs in the Shellharbour LGA (far less than the number of employed residents at around 31,000). A large proportion of Shellharbour LGA residents travelled to jobs located outside the local government area for work (56.6 per cent), with a large number of residents travelling into Wollongong LGA and Wollongong City (Informed Decisions 2014).

Retail trade, health care and social assistance, and education and training are the top three industries of employment in the Shellharbour LGA (see Table 3.2). Around 113 people worked in the quarrying industry in Shellharbour LGA in 2011 (0.8 per cent).

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Table 3.2. Industry of employment for people working in Shellharbour LGA, 2011

Industry Proportion of Workers Retail trade 18.1% Health care and social assistance 15.7% Education and training 12.9% Accommodation and food services 9.5% Construction 7.6% Public administration and safety 7.5% Other services 4.9% Manufacturing 4.1% Transport, postal and warehousing 3.3% Professional, scientific and technical services 3.1% Wholesale trade 2.6% Administrative and support services 2.3% Financial and insurance services 1.8% Rental, hiring and real estate services 1.6% Arts and recreation services 1.5% Mining 0.9% Electricity, gas, water and waste services 0.7% Agriculture, forestry and fishing 0.5% Information media and telecommunications 0.5% Notes: This data represents the number of people who work in Shellharbour LGA rather than residents, who might work elsewhere. Source: ABS 2012.

Because retail trade is the largest employer in Shellharbour City, Bureau of Transport Statistics Travel Zones (New South Wales Government, 2015) show that Shellharbour City Centre has the largest concentration of jobs in the LGA (2,347, or 14.0 per cent). This is followed by part of Oak Flats which provides 1,663 jobs (9.9 per cent), and Warilla provides 1,571 jobs (9.4 per cent). The suburb of Albion Park provides 2,254 jobs and Albion Park Rail provides 2,223 jobs (both approximately 13 per cent).

Professionals, sales workers and community and personal service workers are the top three occupations in the Study Area (see Table 3.3).

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Table 3.3. Occupations of people working in Shellharbour LGA, 2011

Occupation Proportion of Workers Professionals 18.7% Sales workers 15.4% Community and personal service workers 14.9% Technicians and trades workers 13.1% Clerical and administrative workers 12.7% Labourers 9.6% Managers 9.3% Machinery operators and drivers 5.7% Notes: This data represents the number of people who work in Shellharbour LGA rather than residents, who might work elsewhere. Source: ABS 2012.

Unemployment rates in Shellharbour and Wollongong LGAs have both been high compared to the unemployment rate for New South Wales between 2010 and 2014 (see Figure 3.1). However, while the unemployment rates locally have decreased during 2013 and 2014, the unemployment rate for New South Wales has been trending higher such that the rates were converging at around 6 per cent unemployment at the end of 2014.

Figure 3.1. Unemployment, Shellharbour LGA, Wollongong LGA and NSW, 2010-2014

Source: ABS 2015a; Australian Department of Employment 2014.

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3.3 Study Area 3.3.1 Retail Business and Commercial Industry A separate Business Impact Assessment (BIA) was carried out and is appended to the SEIA (Appendix 3). This report summarises the findings of that assessment. Retail Centres As part of the research underpinning the Illawarra Draft Regional Growth and Infrastructure Plan (New South Wales Department of Planning and Environment, 2014a), SGS was commissioned by the department to conduct a review of the retail centres in the Illawarra region. This included determining trends and drivers, identifying capacity and supply blockages, and projecting future requirements for zoned land. The centres identified, an extract of which is presented in Figure 3.2 contain more than 90 per cent of the Illawarra’s retail floor space.

Wollongong is the key regional centre for the Illawarra region, providing a full range of higher order services and activities. Wollongong Centre is currently undergoing significant revitalisation with the redevelopment of the Crown Street Mall and the West Keira retail development. Wollongong Central is an indoor mall which contains a range of key tenants including two department stores.

The closest Major Regional Centre to the Study Area is Shellharbour City Centre, located adjacent to the Study Area boundary. Shellharbour City Centre plays an important role in servicing the Study Area as well as the southern part of the Illawarra region. It has grown rapidly over the last 30 years, and Stockland Shellharbour, an indoor mall within the Shellharbour City Centre, is in the final stage of upgrading and has established a new city square and a plaza entrance. There is also an Aldi supermarket and retail strips in the city centre, in addition to cinemas, tavern, hardware store and commercial buildings.

Other closest major regional centres are located at Warrawong and Dapto, the latter developing as urban land releases in West Dapto progress.

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Figure 3.2: Main Retail Centres

Source: SGS (June 2014)

Albion Park is classified as a ‘Major Town’. The SGS analysis considered that the Albion Park Town Centre has a wide urban footprint, encompassing Albion Park Rail. It identified the Albion Park Major Town Centre as comprising three areas (Figure 3.2):

 Albion Park (corner of Tongarra Road and Terry Street)  Albion Park Rail (north part of the Princes Highway)  Centre Business Park (located in the corner of East West Link and Princes Highway and includes the strip part located at the south of the Princes Highway).

The Albion Park centre itself has undergone change in recent years and is now of a substantial size. This includes Albion Park Village Shopping Centre with Woolworths and 12 speciality shops, Woolworths Petrol Station, and a variety of commercial uses located in strip retail locations including medical uses and financial services. Further growth and expansion of the centre, including the ongoing revitalisation of the established shopping precinct, may be required to cater for future population growth.

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A number of centres have been classified as ‘Towns’ in the draft regional plan, including Oak Flats, Shellharbour Village, and Shell Cove. These are intended to be small local centres which provide a range of business and retail uses, including supermarkets, health and other services with some residential uses, to serve the needs of people in the local area.

Underneath this hierarchy are ‘Neighbourhood Centres’. This is typically a cluster of shops within a village that provide a range of small-scale business, retail and residential uses to serve the needs of people in the surrounding neighbourhood.

The Shellharbour Retail and Commercial Centres Study (Hill PDA Consulting 2008), also identified a number of villages and some out of centre retail areas, including:

 Major out of centre retail in Shellharbour City Centre  Minor out of centre retail in Albion Park Rail (north and south).

The Shellharbour Retail and Commercial Centres Study (Hill PDA Consulting 2008) notes a number of broad and specific trends relevant to the provision of retail and commercial space in Shellharbour LGA.

Broader trends impacting the retail and commercial industry include:

 Population and household growth  Declining average household size  An ageing population  Increasing part time employment  Longer working hours  Increasing workforce participation rate  Household income  Employment levels.

These trends have been responded to by the retail and commercial industry through:

 Deregulation of shopping hours including 7 day and late night trading  Expansion of supermarkets, expansion of lines, increased convenience and discount supermarkets  Expansion of major regional centres and diversification of offering including entertainment, lifestyle retailers, medical and community uses  Decline of traditional corner store format and introduction of convenience centres (stand­ alone supermarkets, convenience stores, petrol outlets, fast-food and other retailing on major roads)  Growth in economic gateways around major transport nodes  Out of centre retailing, including bulky goods, factory outlets, fast food and other retail forms.

Specifically, in Shellharbour LGA these trends are seen in the following: These trends are polarising the retail hierarchy with the larger centres – such as Shellharbour City Centre – positioning themselves for a more dominant role in the provision of entertainment and customer services matched with increased retail floorspace. The more successful smaller centres – such as Shellharbour Village – have moved towards the concept of convenience centres with

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greater emphasis on restaurants, just-in-time shopping, fast foods, and local services. Other local centres such as Oak Flats and Albion Park are suffering from declining trade, poor positioning and management. (Hill PDA Consulting 2008) Overview of Businesses in the Study Area Historically, the main commercial centre in the locality was Albion Park, with Albion Park Rail coming into existence in the late 1880s with the establishment of a railway station, which was a major goods yard servicing the dairy and pastoral industry. The locality remained small until the highway was constructed in 1928 when, with increased access, holiday homes began to be developed on Lake Illawarra in the Oak Flats area.

Albion Park Rail developed a neighbourhood retail function in the vicinity of Creamery Road to service this population, which has however always played a secondary role to the nearby settlement at Albion Park. Its retail functions have been further supplanted over time, with increasing competition from regional and super-regional centres and from the development of larger supermarkets and discount supermarkets elsewhere. These state-wide trends have combined with the impact of the growth in traffic along the Princes Highway, to create a highly degraded retail environment.

Today, the suburb of Albion Park Rail contains 340 businesses, 11.5 per cent of all businesses in the Shellharbour LGA. The majority of businesses in Albion Park Rail are small businesses, many of which would be home-based businesses (including trades). In 2012, more than half (51 per cent) of businesses employed only the owner, and less than a quarter employed 5 or more people (21.4 per cent) (Table 3.4).

Table 3.4: Number of Businesses within the Study Area

Albion Park Rail Albion Park - Macquarie Pass SA2 at 30 Non- Businesses Total Non- Businesses Total June employing' with 5 or Businesses employing' with 5 or Businesses businesses more businesses more employees employees 2008 194 70 374 346 87 621 2009 194 74 369 331 87 598 2010 210 77 386 369 84 630 2011 193 80 364 351 80 606 2012 174 73 340 339 89 606 * ‘Non-employing businesses’ are sole proprietorships and partnerships without employees + Data is not available for Yallah/ Haywards Bay due to the size of the relevant SA2 area (which extends north to include Dapto). Source: ABS (2014) National Regional Profiles by ASGS, 2008-2012, 1379.0.55.001

Businesses within the Study Area operate as a mix of local light industrial uses (light manufacturing, warehousing and support services), bulky goods retailing, as well as retail uses within a number of Town and Neighbourhood centres.

A breakdown of business by industry is provided in Table 3.5. The largest number of businesses in 2012 was in the construction industry (25.8 per cent), with most of these likely to be individual trade suppliers. There were 39 Retail trade businesses and 14 Accommodation & Food Services

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businesses (which includes Cafes, Taverns, Restaurants and Takeaway Food Services). These businesses tend to be aligned to the existing route of the Princes Highway.

The number of businesses within Albion Park Rail has been decreasing since 2010, with a decline of around 10 per cent between 2010 and 2012. The number of businesses in the LGA remained relatively stable over this period.

Table 3.5: Number of Businesses by Industry, 2012

Industry Albion Park Rail Albion Park - Macquarie Pass SA2 Agriculture, Forestry and Fishing 5 1.4% 37 6.1% Mining 3 0.9% 3 0.5% Manufacturing 19 5.4% 21 3.4% Electricity, Gas, Water & Waste Services 3 0.9% 3 0.5% Construction 90 25.8% 163 26.7% Wholesale trade 20 5.7% 12 2.0% Retail trade 39 11.2% 39 6.4% Accommodation & Food Services 14 4.0% 23 3.8% Transport, Postal and Warehousing 30 8.6% 46 7.5% Information Media & Telecommunications 3 0.9% 3 0.5% Financial & Insurance Services 9 2.6% 26 4.3% Rental, Hiring, & Real Estate Services 30 8.6% 47 7.7% Professional Scientific & Technical Services 21 6.0% 58 9.5% Administrative & Support Services 6 1.7% 35 5.7% Public Administration & Safety 3 0.9% 3 0.5% Education & Training 5 1.4% 16 2.6% Health Care & Social Assistance 3 0.9% 17 2.8% Arts & Recreation Services 6 1.7% 8 1.3% Other services 28 8.0% 34 5.6% Not Classified 12 3.4% 16 2.6% Total 349 610 Source: ABS (2014) National Regional Profiles by ASGS, 2008-2012, 1379.0.55.001

Trade in the area is dominated by a number of regional shopping centres (Dapto and Shellharbour to the north and south respectively). There are several supermarket based centres, which serve the needs of their immediate localities (Woolworths Albion Park, Aldi Albion Park Rail), and a number of historical neighbourhood retails strips, predominantly convenience retail and shops meeting niche local needs.

The following are the main retail locations within the Study Area (Figure 3.3):

 Albion Park - an important Town Centre around Tongarra Road and Terry Street (district and neighbourhood scale retail, professional services)

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 Yallah/ Haywards Bay (generally bulky goods showrooms)  Miall Way estate, on the eastern side of the intersection of the Illawarra and Princes Highways (light industrial and bulky goods premises)  Vicinity of Illawarra Regional Airport (aviation industries, professional services, bulky goods premises)  Albion Park Rail neighbourhood centre, between Creamery Road and Hargraves Avenue (neighbourhood scale retail, professional services)  Kaylaur Crescent to Tongarra Road (highway orientated business and district/ neighbourhood scale retail)  Central Business Park (light industrial and bulky goods premises)  The future Calderwood Town Centre (district and neighbourhood scale retail, professional services).

There are also a number of individual businesses located along the Princes Highway at various locations along its length.

A land use survey of retail businesses within these locations is contained in Appendix 3.

There has also been a proposal for the development of the ‘Illawarra Regional Business Park’ on about 100 hectares of land to the west of and adjoining the Illawarra Regional Airport and bordered by the Illawarra Highway to the north and Tongarra Road to the south. However it is understood the development application for the site has lapsed and the status of this area for the future is unknown.

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Figure 3.3: Main Retail Locations within the Study Area

Small industrial area and Energy Substation Yallah/ Haywards Bay

Miall Way Estate Oak Flats Town Centre Calderwood Albion Park Rail town centre neighbourhood centre (proposed)

Illawarra Regional Oak Flats Shellharbour Airport industrial estate City Centre

Aldi Albion Albion Park Park Town Centre Kaylaur Crescent to Central Tongarra Road Business Park

Terry Street Neighbourhood Dunmore Centre Quarries

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Definition of Business Catchments in the Study Area The trade area (or catchment served) of any retail store or centre is the area from which it draws the bulk (but not all) of its business. It is shaped by various factors, including the proximity of competing retail stores/ centres, and their accessibility (via the road network or public transport, as well as any substantial physical barriers), and the store/ centre’s relative attractiveness compared to these competing facilities (such as size and offer).

A trade area can be divided into primary and secondary components, with the primary trade area being the locations from which a particular store or retail destination would expect to achieve a high market share.

In this assessment, the definition of trade areas has been informed by:

 A survey of vehicles parking at three locations within the Study Area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the Study Area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the Study Area, to understand their businesses, their views on the proposal and the extent of perceived impacts.

Several types and locations of businesses which could potentially be impacted by the project were identified above. The trade area for each is considered below, based on the data analysed.

 Albion Park Major The main trade area would extend up to 5 kilometres from the town Town Centre centre. The trade area is primarily Albion Park, Tullimbar and parts of Albion Park Rail. It is limited to the north and east by higher order retail facilities located within the Dapto and Shellharbour Town Centres. It also serves a wide rural area to the west. Future developments at Tullimbar and Calderwood would constrain trade from this area.

 Aldi Albion Park This supermarket based centre is likely to have a similar trade area to Rail the Albion Park Town Centre. It would be anticipated to have a relatively large catchment because of its differentiated supermarket characteristics and being located between the centres of Albion Park and Albion Park Rail.

 Albion Park Rail This is a neighbourhood centre providing convenience retail (typically neighbourhood ‘top-up’ shopping such as bread and milk) to a small surrounding centre residential community which includes parts of Albion Park Rail, Oak Flats and Albion Park. It provides convenience and amenity to the nearby workforce at lunch time, or during travel to/from work. Some passing traffic flowing along the Princes Highway (predominantly travelling south) would use the centre for top up shopping needs.

 Kaylaur Crescent to The retailing found in this location is dependent on either passing traffic Tongarra Road or specific purpose visitors. It is has a regular local trade, who visit for a area, Albion Park meal once a week. Rail  Bulky goods Many of the businesses in these three locations typically locate in such

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premises: places for strategic reasons, with a trade catchment not an important 1.Yallah/Haywards factor per se. Most customers visit to fulfil either a specific need or Bay, patronise a preferred retailer/trader. Trade Areas would incorporate a 2.Miall Way estate, substantial region, extending from Dapto/ Unanderra in the north to 3.Central Business Jamberoo and Dunmore in the south and the escarpment to the west. Park These businesses would compete with bulky goods outlets located nearby in the Shellharbour City Centre, as well as the more distant major bulky goods precinct at Warrawong.

Retail Floorspace within the Study Area Table 3.6 summarises the retail floorspace within each centre within and near the Study Area, as estimated by SGS (2014) and referenced by the New South Wales department of Planning and Environment in the preparation of the Illawarra Draft Regional Growth and Infrastructure Plan (2014a). SGS developed this information from a variety of data sources, and where not available, retail employment figures from the ABS Census (Place of Work) and a series of floorspace per job benchmarks (Table 3.7) were used to estimate the amount of retail floorspace.

A number of retail developments and redevelopments are underway or are proposed in the region. The SGS (2014) report identifies that the Stockland Shellharbour centre could further expand by 36,000 square metres (sqm) gross leasable area. A new ‘Masters’ home improvement store has been under construction in Albion Park Rail (within Central Business Park), and has now opened.

A number of smaller scale convenience retail orientated centres are proposed for development, in line with land developments (such as at Tallawarra). The most notable near the Study Area is the proposed Calderwood Town Centre located around four kilometres to the west of Albion Park (see Figure 3.3).

The Calderwood Town Centre is planned to provide a maximum of 20,000 sqm of retail floor area (including two full line supermarkets (and possibly a discount supermarket), a small discount department store, several ‘mini majors’, 50-60 speciality stores and fast food and small bulky goods stores). It will also provide about 20,000 sqm of mixed use employment floor area (including commercial office, light industrial and professional services).

Two new town centres have also been proposed at West Dapto (around 22,500 sqm in size).

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Table 3.6: Estimated Retail Floorspace by Centre and Commodity Type

Centre Food Clothing Bulky Non- bulky Other Hospitality Total goods household retail goods Albion Park Town 4,792 188 0 974 2,395 894 9,243 Centre “Albion Park Rail”8 435 0 0 4,576 1,006 630 6,647 “Albion Park Rail 420 237 0 11,595 33 1,250 13,536 Centre business”9 Dapto 10,637 6,169 0 7,102 9,249 3,460 36,617 Oaks Flat 1,101 293 0 2,764 1,616 435 6,210 Shellharbour City 15,111 12,870 16,500 6,235 7,734 5,266 63,716 Centre Shellharbour Village 507 1,278 0 375 375 2,340 4,875 Source: SGS (2014)

Table 3.7: SGS Assumed Floorspace per Job Benchmarks

Retail categories Floorspace per job Supermarkets & grocery stores 37.1 m² Other food 48.3 m² Hospitality & services 14.7 m² Clothing 37.6 m² Household goods 97.4 m² Other retail 47.9 m² Departments stores 118.0 m² Source: SGS (2014)

Workforce Profile Around 4,000 people worked in the Study Area in 2011. Table 3.8 provides a breakdown of the workforce within four locations, by industry of employment, namely:

 Yallah/ Haywards Bay (this includes Tallawarra power station)  Albion Park Town Centre  Albion Park Rail (this includes Miall Way estate, Illawarra Regional Airport, and the Albion Park Rail neighbourhood centre).  Albion Park Rail Centre business (this includes Central Business Park, the Kaylaur Crescent to Tongarra Road businesses and Aldi Albion Park Rail).

8 Identified by SGS as the ‘north part of the Princes Highway’. 9 Identified by SGS as located in the corner of East West Link and Princes Highway and includes the strip part located at the south of the Princes Highway.

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These locations are drawn from New South Wales Bureau of Transport Statistics Transport Zones defined in Figure 3.4.

In the Study Area the largest industry of employment is the Retail Trade (19.2 per cent, 769 jobs), more than half of which are based in Albion Park (40.9 per cent, 315 jobs) and Albion Park Rail (30.2 per cent, 232 jobs). The Retail Trade comprises just under a quarter of the workforce in Albion Park Rail.

Accommodation and Food Services (such as restaurants and take-away food services) employed 11.3 per cent of the Study Area’s workforce (452 jobs). There were 66 such jobs within Albion Park Rail (just 6.7 per cent of jobs within the location.

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Table 3.8: Employment within Study Area locations (by Industry), 2011 and 2016 (projected)

Travel Zone Number 5,726 5,801 5,803 5,804 5,810 5,811 5,812 5,813 2011 2016 Projected Total Total Yallah+ Albion Park Town Centre Albion Park Rail Albion Park Rail Centre business Retail Trade 69 28 286 1 209 23 36 115 769 19.2% 894 20.3% Education and Training 7 35 359 5 6 10 49 31 501 12.5% 526 12.0% Health Care and Social Assistance 7 11 113 13 29 15 258 40 486 12.1% 526 12.0% Accommodation and Food Services 44 14 146 2 54 12 162 17 452 11.3% 494 11.3% Construction 71 5 47 5 74 25 7 78 312 7.8% 331 7.5% Wholesale Trade 7 3 27 2 52 11 0 122 224 5.6% 219 5.0% Transport, Postal and Warehousing 8 2 20 3 42 22 15 31 141 3.5% 170 3.9% Public Administration and Safety 0 2 24 2 49 19 10 10 116 2.9% 128 2.9% Professional, Scientific and Technical Services 5 5 47 2 24 0 7 8 97 2.4% 152 3.5% Electricity, Gas, Water and Waste Services 55 0 3 0 7 7 0 0 72 1.8% 71 1.6% Administrative and Support Services 6 1 14 2 7 7 9 18 64 1.6% 76 1.7% Rental, Hiring and Real Estate Services 11 3 30 1 16 0 0 3 64 1.6% 80 1.8% Non-Metallic Mineral Product Manufacturing 7 0 0 0 33 0 0 15 54 1.4% 50 1.1% Arts and Recreation Services 0 2 19 0 14 0 5 12 51 1.3% 60 1.4% Mining 0 2 16 0 7 0 5 20 50 1.2% 48 1.1% Food Product Manufacturing 0 1 6 0 18 3 0 9 37 0.9% 27 0.6% Furniture and Other Manufacturing 7 0 0 0 17 5 0 7 35 0.9% 34 0.8% Financial and Insurance Services 0 3 28 1 0 0 0 0 31 0.8% 43 1.0% Transport Equipment Manufacturing 0 0 3 0 7 18 0 0 29 0.7% 31 0.7% Wood Product Manufacturing 8 0 0 0 14 0 0 3 25 0.6% 25 0.6% Agriculture, Forestry and Fishing 0 1 10 0 3 6 3 0 24 0.6% 22 0.5% Fabricated Metal Product Manufacturing 0 0 0 0 10 0 0 10 20 0.5% 23 0.5% Polymer Product and Rubber Product Manufacturing 0 0 0 0 3 0 0 7 10 0.3% 10 0.2% Primary Metal and Metal Product Manufacturing 0 0 3 0 7 0 0 0 10 0.3% 10 0.2% Basic Chemical and Chemical Product Manufacturing 0 0 0 0 3 0 0 5 8 0.2% 9 0.2% Petroleum and Coal Product Manufacturing 0 0 0 0 7 0 0 0 7 0.2% 8 0.2% Textile, Leather, Clothing & Footwear Manufacturing 0 0 0 0 0 0 6 0 6 0.1% 4 0.1% Printing (including Reproduction of Recorded Media) 0 0 0 0 0 0 6 0 6 0.1% 5 0.1% Information Media and Telecommunications 0 0 0 0 3 0 0 0 3 0.1% 14 0.3% Other Services 7 7 73 2 55 7 19 60 231 0.0% 237 5.4% Unclassified 8 1 10 1 23 3 10 10 67 0.0% 68 1.5% 326 127 1,286 42 793 192 606 632 4,004 4,392 Socio-Economic Impact Assessment – Revision 3 Page 104 Hyder Cardno Joint Venture - ABN 58 300 126 782

Source: NSW Bureau of Transport Statistics (2014a) Travel Zone Employment Forecasts 2011-2041, September 2014 Release V2.0, December 2014 Release * Based on the 2011 ABS Census Journey to Work (JTW) employment data, factored up by the Bureau of Transport Statistics to address the undercount in the Census figures which is estimated to be over 10%. + This includes Tallawarra power station.

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Figure 3.4: Journey to Work data collection areas

Yallah/ Haywards Bay Interchange

Albion Park Rail (north part of the Princes Highway)

Albion Park Rail Centre business

Albion Park Town Centre

Source: NSW Government (2014) Bureau of Transport Statistics

Implications The project route is likely to change travel patterns at the district and regional level, and potentially at the local level. A review of the existing business environment indicates there are a number of locations which could potentially be impacted by any such changes:

 Retail businesses in the Albion Park Major Town Centre  Retail businesses in the Albion Park Rail neighbourhood centre  Highway orientated business in the Kaylaur Crescent to Tongarra Road area  Bulky goods premises at either Yallah/ Haywards Bay, at the Miall Way estate, or the Central Business Park  A supermarket-based centre at Albion Park Rail (Aldi).

The assessment in Section 4.8.1 considers the potential impacts upon these areas.

3.3.2 Tourism Visitation The South Coast of New South Wales, including the Illawarra region, received approximately 8.2 million visitors a year in 2010 and 2011, of which 5.1 million were domestic day visitors. The South Coast is the third most visited region in New South Wales for domestic overnight visitors.

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The Illawarra region has a high seasonal fluctuation in monthly tourist flows, with summer months drawing more visitors to the region and placing increased pressure on the transport network.

Wollongong is the top destination in the Illawarra region for international tourists and the second most visited for domestic tourists staying overnight (Destination NSW, 2015). The Shoalhaven is the top destination in the Illawarra region for domestic overnight visitors, with just over a million people visiting each year (annual average over four years ending September 2014). An efficient transport system is required to support the tourism industry and ensure the Illawarra region remains a key tourist destination.

There were estimated to be around 330,000 visitors each year to the Shellharbour LGA over the four years to September 2013 (Table 3.9). The majority of these visitors were domestic day trip tourists (244,000). An additional 84,000 visitors were domestic overnight visitors and 3,000 were international visitors (Destination NSW, 2015)

Tourists spent around $54 million in the Shellharbour LGA per year on average. Domestic overnight visitors spent $31 million (57 per cent), domestic day trip tourists spent $21 million (39 per cent) and international tourists spend around $3 million (6 per cent).

Table 3.9. Key tourism measures, Shellharbour LGA, four year annual average to September 2013

Key Measures Domestic Domestic International Total Day Trip Overnight Total visitors (overnight and domestic day trip) 244,000 84,000 3,000 330,000 Total nights NA 247,000 34,000 281,000 Total spend (overnight and domestic day trip) $21m $31m $3m $54m Source: Destination NSW 2015

Domestic overnight visitors were generally visiting the Shellharbour LGA for a holiday (53 per cent), and a lower proportion were visiting friends and families (39 per cent) (Table 3.10). Around 43 per cent of day trip visitors were visiting friends and 38 per cent were visiting for a holiday. The purpose of remaining proportions was too low to be separately recorded. The majority of day trippers and overnight visitors (50-55 per cent) were from Sydney and a lower proportion was from regional New South Wales (35-37 per cent). However these tourism figures do not capture the full extent of tourist activities, especially from tourists passing through a region as part of a longer overnight trip.

Table 3.10. Tourist purpose of visit and origin, Shellharbour LGA, four year annual average to September 2013

Key Measures Domestic Day Trip Domestic Overnight Visitors Nights Visitors Purpose of visit Visiting Friends and Holiday 57% Holiday 53% Relatives 43% Visiting Friends and Visiting Friends and Holiday 38% Relatives 37% Relatives 39% Origin Sydney 54% Sydney 50% Sydney 55% Regional NSW 36% Regional NSW 37% Regional NSW 35% Source: Destination NSW 2015

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Accommodation There were only a small number of accommodation providers in Shellharbour LGA – just four hotels, motels or serviced apartments (with 15 rooms or more), and three caravan parks. In total there were 374 rooms, cabins or units available, and more than 500 additional camping sites (Table 3.11).

Table 3.11. Accommodation providers, Shellharbour LGA, 30 September 2011

Key Measures Hotel/Motel/Serviced Caravan Parks Rental Holiday Apartment 15+ Rooms Homes/Units Establishments 4 3 NA Rooms/Units 101 273 (+ 588 camping sites) NA Occupancy Rate (year to 42% 95% NA 30 Sep 2011) Source: Destination NSW 2015

Internet searches for accommodation and field work identified only one accommodation provider located on the Princes Highway through Albion Park Rail: The Oaks Hotel Motel (249 Princes Highway, Albion Park Rail) – with 14 rooms.

There is little tourist accommodation elsewhere in the Study Area, with a 25 room hotel/motel on the edge of the Study Area opposite Shellharbour City Centre, and some B&B establishments in Albion Park. Ravensthorpe (Tongarra Road, Albion Park) is a well patronised function centre which also provides boutique accommodation in a restored nineteenth century home. Attractions Although not an attraction in its own right, the Albion Park district would appear to have a more established tourism trade, particularly (anecdotally10) through tourists and caravanners/campervanners using the Illawarra Highway. Although Albion Park is not formally on the Illawarra Tourism Route11 (see Figure 3.5), it is on a local Tourist Route (see Box 1 below).

10 Data is not disaggregated to this level (LGA only) 11 Identified as the Illawarra Tourism Route by VisitNSW, the official tourism site for Destination New South Wales, a department of NSW Government, which refers to the website of NSW National Parks and Wildlife Service for map

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Figure 3.5. Illawarra Tourism Route

Source: New South Wales National Parks and Wildlife Service 2015.

Box 1: Local Guide Tourist Drive

Tourist Drive 8 Start along Tongarra Road, just off the Princes Highway at Albion Park Rail where you can explore the history of rail at the Illawarra Light Railway Museum. You can also enjoy a ride on steam and diesel trains and view the railway memorabilia. Turn left into Russell Street and visit the Tongarra Museum, where you can see amazing artefacts and learn some surprising snippets about early Shellharbour with changing exhibitions on display. On Sunday afternoons you can experience High Tea at Ravensthorpe, a beautifully restored 19th Century colonial Georgian manor house set on magnificent gardens. Continue to travel along the Illawarra Highway through the lush green meadows before reaching the base of Macquarie Pass. Here you can visit Dee Kramer’s Gallery or experience the beauty of the Illawarra escarpment by taking a walk to the Cascades Falls, a hidden gem in Macquarie Pass National Park. Alternatively hike along the Glenview Track which crosses the creek that plunges over the Cascades. Continue to travel along the Illawarra Highway and up picturesque Macquarie Pass to Robertson in the Southern Highlands. A short drive leads to Fitzroy Falls, a spectacular experience where the waterfall cascades 230 metres to the valley below.

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From Fitzroy Falls, Tourist Drive 8 leads you to Kangaroo Valley, a quaint village fringed by towering mountains. See Hampden Bridge, the oldest suspension bridge in NSW before continuing the drive that then ends at Bomaderry where you can turn right and head into Nowra or turn left and return to Shellharbour via the ever popular Berry.

Source: Local Guide Signs 2013.

The Illawarra Highway passes through Albion Park to the west, and leads to the popular Macquarie Pass, which links Albion Park with the Southern Highlands town of Robertson, ascending the Illawarra Escarpment through Macquarie Pass National Park. Albion Park is also on a direct route to the south to Jamberoo, a picturesque village known for the Jamberoo Action Park and the Minnamurra River and Falls.

There are limited tourist attractions in the district itself. The Illawarra Regional Airport is the base for the Historical Aircraft Restoration Society (HARS) museum and workshop. This is described on the airport website as “an internationally acclaimed tourist attraction and just one of the many tourist activities that the airport has to offer12”. Guided tours (including the lower deck of a newly acquired Boeing 747) are available for the public through every day except Good Friday and Christmas Day. Open Days are held on the 2nd Friday of each month with the following Saturday and Sunday. Other attractions at the airport include flights in a biplane, jet fighter, gyrocopter or microlight, or learning to fly.

The airport hosts a 2 day annual air show in May, ‘Wings Over Illawarra’, which showcases a wide range of activities and displays, including an air show of aerobatic, historic, modern and military aircraft along with defence force exhibits, freestyle motocross displays, classic cars and bikes, amusement rides, merchandise and food stalls.

There are two other museums – the Tongarra Museum (a local heritage museum) and the Illawarra Light Rail Museum (Tongarra Rd, Albion Park Rail), which has a number of locomotives and rolling stock of historical interest, and are described on the tourist drive (Box 1).

Festivals or events include the Albion Park Show held in January at the Albion Park Showground; the Camp Quality Convoy a fundraising truck and motorbike ride culminating in a free Family Fun Day at Croom Regional Sporting Complex in November; and Kidsfest Shellharbour in May, with events held at several locations around Shellharbour over a week. 3.3.3 Agriculture Agriculture in the region The Illawarra SA413 produced around $27m of agricultural commodities in 2012-13 (Table 3.12). This was around 0.2 per cent of total New South Wales production.

12 http://www.illawarraregionalairport.com.au/default.aspx?WebPage=1).

13 The smallest area for which agricultural production data is available is statistical area 4 (SA4). This area (Illawarra SA4) includes Shellharbour and Wollongong LGAs, most of Kiama LGA, and small sections of Wingecarribee and Wollondilly LGAs.

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The most important commodity in the Illawarra region based on the gross value of agricultural production was milk. Milk accounted for nearly $20 million or 72 per cent of the value of all agricultural production in the region in 2012-13. The Illawarra region produced around 4 per cent of the total value of milk production in New South Wales. Other agricultural commodities in the region included beef, crops and mushroom farming.

Table 3.12. Agricultural production value, Illawarra SA4, 2012-13

Commodity Value Proportion of Value of Proportion of Value of Total Production in Production of Illawarra Commodity in NSW Livestock products - Whole milk $19.48 m 72% 3.9% Livestock slaughtered and other $6.18 m 23% 0.4% disposals - Cattle and calves Crops - Total (a) $1.24 m 5% 0.0% Vegetables for human $0.71 m 3% 0.9% consumption - mushrooms Total Agricultural Production $26.94 m 100% 0.2% (b) Includes broadacre crops (including hay); nurseries, cut flowers and cultivated turf; vegetables for human consumption; and fruit Source: ABS 2014b;

There were around 230 farms with agricultural production of more than $5,000 in the Illawarra region in 2012-13 (ABARES, 2015). Beef cattle farms were the most common (86 farms), followed by dairy cattle farms (54 farms).

Table 3.13. Number of farms by commodity, Illawarra SA4, 2012-13

Illawarra Region NSW Commodity Number Proportion of Farms Number Proportion of in Illawarra Farms in Illawarra Beef cattle 86 37% 13,626 32% Dairy 54 23% 1,115 3% Vegetable 2 1% 1,062 3% Sheep 2 1% 4,450 11% Other livestock 1 1% 1,631 4% Other 85 37% 20,197 48% Total Agriculture 231 100% 42,082 100% Source: ABARES 2015;

The Illawarra Regional Plan 2007 (New South Wales Department of Planning, 2007, p36) stated:

“As a result of the region’s fertile soils and generally reliable rainfall patterns, the agricultural lands in the south of the region (Kiama, parts of Shellharbour and adjoining lands in the Shoalhaven) are strategically important for long term food production that is close to markets.”

At the same time they noted the threats posed by the limited availability of land for urban expansion and strong demand for rural residential uses. The majority of farming land in the district lies in the area between the Illawarra escarpment and the urban development along the coastline. Other than where flood liable, this land is increasingly being sought for urban expansion.

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A University of Wollongong study (Dayal, 1980) of dairying in the Illawarra region identified there were 92 dairy farms in Shellharbour in 1961 which decreased to 60 farms in 1978. Some of the decline in the number of dairy farms can be attributed to amalgamation, with the average farm size increasing from 98.9 hectares to 136.5 hectares over this period. However the decline in total farm area being used for dairying demonstrates that not all the decline in farm number was attributable to amalgamation. The total dairying area declined 10 per cent between 1961 and 1978 from 9,102 hectares to 8,193 hectares.

Table 3.14. Farm area and number of dairy farms, Shellharbour LGA and Illawarra Region, 1961 and 1978

Area Farm Area (Hectares) Number of Farms 1961 1978 1961 1978 Shellharbour 9,102 8,193 92 60 Total Illawarra Region 274,384 195,068 2,027 1,080

Australian Bureau of Statistics data (2008; 2012) in Table 3.15 shows that the number of dairy farms in Shellharbour LGA appears to have decreased from 21 farms in 2000-01, to 11 farms in 2005-06, and 9 farms in 2010-11 ie a decrease in the number of farms by 57 per cent in 10 years. The number of dairy cows also decreased but by a much lower proportion, from 3,460 to 2,393 cows, a decline of 31 per cent in 10 years. However the most recent figures have a high standard error of 10-25 per cent and a degree of caution should be exercised when using them.

Table 3.15. Milk cattle and number of dairy farms, Illawarra SD and SLAs, 2000-01 to 2010- 11

Area Milk Cattle Number of Farms 2000- 01 2005- 06 2010-11 2000-01 2005-06 2010- 11 Kiama (A) 8,991 7,028 8,982 53 36 35 Shellharbour (C) 3,460 3,051 2,393 21 11 9 Wollongong (C) Bal 724 349 16 5 4 2 Shoalhaven (C) - Pt A 3,518 8,506 9,419 13 17 18 Shoalhaven (C) - Pt B 21,532 13,612 14,633 74 42 44 Wingecarribee (A) 9,848 7,620 6,645 50 38 30 Total Illawarra 48,073 40,166 42,088 216 148 139 Note: Cells highlighted orange have high standard error and should be used with caution. Source: ABS 2008; ABS 2012;

Although there are some limitations to the data, these two sources combined clearly show a decline in the number of dairy farms over the past 50 years or so in the Shellharbour LGA, as well as a decline in the number of cattle/area of land being used for dairying.

The Draft Illawarra Regional Growth and Infrastructure Plan (2014a) recognises that the southern part of the Region is home to a range of economically viable rural enterprises including dairy, organic produce, beef, cut flowers and fruit. These agricultural industries support a range of other value adding industries such as milk and cheese factories, abattoirs and wineries (some of which operate in the Illawarra or in nearby regions). It recognises that agricultural land contributes to the attractive landscape of the Region that is enjoyed by both residents and tourists.

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The Plan considers supporting the productivity of agricultural lands is a complex issue that touches on a range of potential policy areas such as consistent land use policy, development assessment processes, and pollution control requirements that are all best managed through a statewide approach.

The main response to support agriculture in the Region is a spatial one – to support agricultural productivity by identifying regionally important agricultural lands, and ensuring these areas have appropriate zones or controls applied in Local Plans.

In January 2014, the NSW Government released the Biophysical Strategic Agricultural Land (BSAL)14 maps for the State which identifies land with high quality soils and water resources capable of sustaining high levels of productivity. While the BSAL mapping identifies agricultural land of significance to the State, there is an opportunity to map agricultural lands that are capable of making an important contribution at a regional scale. Neither the Albion Park area or the West Lake Illawarra release area are included as Biophysical Strategic Agricultural Land (see Figure 3.6).

Figure 3.6. Biophysical strategic agricultural land

Source: New South Wales Department of Planning and Environment, 2014

The NSW Department of Primary Industries recently undertook a pilot mapping project to identify the agricultural lands needed for food, fibre and bioenergy production in NSW. An important outcome of the Regional Growth and Infrastructure Plan will be to extend this mapping to the Illawarra.

The Draft Illawarra Regional Growth and Infrastructure Plan (2014a) does not identify agriculture among its six transformative initiatives, and indeed identifies the West Lake Illawarra Release Areas incorporating West Dapto, Calderwood and Tallawarra as a major release area under the Illawarra

14 Available at: http://www.planning.nsw.gov.au/en­ us/planningyourregion/strategicregionallanduse/biophysicalstrategicagriculturallandmapping.aspx

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Urban Development Program. Urban development is considered the most viable and effective future use of this land under the Illawarra Regional Strategy (2007).

It is noted neither the Regional Development Australia (RDA) Illawarra Regional Plan 2010-2015 nor its 2014 update to 2013-2020, identify agriculture among its six regional priorities. Following extensive planning, consultation and continuous review as it pursues the vision of “A prosperous, vibrant and equitable region seizing its opportunities together”. Agricultural land uses in the Study Area Parts of the Study Area are used for dairy and cattle farming, and for horse agistment. Chapter 15 has identified several areas used for agriculture near the project:

 Dairying o Land to the east and west of the Illawarra Highway comprising two registered dairies  Grazing o Land to the west of the interchange at Yallah o Land to the south of Tongarra Road o Surplus land to the south of the East West Link on two quarries o Land to the south of the Oak Flats Interchange and to the east of Croome Road, Dunmore  Agistment o Land to the north of Macquarie Rivulet o Land to the south of the existing East West Link between the two quarries o Land bounded by Croome Road and Grevillia Street.

Land to the east of the Illawarra Highway and north of Tongarra Road has been identified as an agricultural land parcel, however it is understood that no agricultural activities are currently undertaken on this land. 3.3.4 Quarrying Quarrying in the region The Draft Illawarra Regional Growth and Infrastructure Plan (2014a) found that in 2010–11, quarries in the Illawarra region produced approximately 5.2 million tonnes of hard rock and sand which represented 23 per cent of the State’s total construction material production for that year.

Regionally significant resources were identified (p70) as including:

• “important sources of hard rock aggregate in Kiama and Shellharbour, as well as scattered quarries in Shoalhaven, and sand and gravel resources from alluvial deposits along the Shoalhaven River

• the Dunmore – Shellharbour Hills area which contains significant reserves of hard rock and sand resources that are important to the regional and Sydney construction markets. Quarries in this area need to be safeguarded against pressure from residential encroachment and managed to achieve certainty for extraction and biodiversity outcomes.”

Around 113 people were found to work in the quarrying industry in Shellharbour LGA in 2011 (0.8 per cent) (Section 2.3).

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Quarries in the Study Area Two quarries are located in the Study Area near the project. They are located on part of a larger deposit of extractive resources in the Shellharbour LGA which has been an important source of hard rock aggregate for the Sydney and Illawarra markets for over 130 years. Major operators in the area include Hanson, Cleary Bros, Holcim and Boral (New South Wales Government, 2012). The New South Wales Government would generally object to any proposed zoning changes or developments that may prohibit or restrict mining or quarrying in areas that been identified as containing operating mines and quarries and identified mineral and extractive resources (2012b).

Both of the nearby quarries lie to the south of the existing East West Link and are an important source of hard rock for the local construction industry and potentially the project. Cleary Bros has recently received approval to access a new area of resource, which will provide up to 20 years supply.

3.3.5 Key economic trends Key economic trends for the Illawarra region identified by Infrastructure for Illawarra’s economic future (Deloitte Access Economics 2014) included:

 Digital economy – investment in the national broadband network and 4G mobile services may contribute to additional teleworking, online delivery of services, ecommerce and smart infrastructure  Population growth – the population is projected to continue to grow, particularly in Kiama and Shellharbour  Urban development and travel patterns – many workers commute in the Illawarra region. Changes to transport infrastructure and business locations may influence the economic future of the region; however the proportion of residents commuting for work is expected to increase over time  Environment – the natural environmental values of the region provide challenges, including climate change impacts, however there are also opportunities, such as the potential for additional tourism contribution to economic activity over time.

3.3.6 Implications The key implications of the review of local and regional industry and commercial activities for the assessment include:

 A large proportion of Shellharbour LGA residents commute to work located outside the local government area, with a large number of residents travelling north into Wollongong LGA and Wollongong City. This is expected to increase over time  Although the economy is diversifying, retail trade is the top industry of employment with some businesses located along the highway and a number being highway dependent for their viability. Highway dependent businesses are typically those in the food, petrol, restaurant/takeaway or accommodation business categories15

15 Phibbs P and Rowe H (eds) (2005) The Karuah Highway Bypass Economic and Social Impacts The 1 year report

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 Larger retail centres which also provide entertainment and customer services are likely to dominate the retail market; small local centres such as Oak Flats and Albion Park Rail are declining  Unemployment has traditionally been high, emphasising the importance of local jobs, although it has decreased during 2013 and 2014  There is a significant day trip tourism trade to Shellharbour LGA and a reasonable overnight visitor trade (230 per night and $31 million per year). Some of the latter may be highway related.  There are only a small number of tourism accommodation establishments in the Study Area, and only one is located on the highway. There are more elsewhere in Shellharbour LGA, particularly in coastal areas  The tourism values of the natural environment are considered to have potential for further economic contribution over time and would need to be safeguarded  Quarrying is an important industry in the region and would need to be protected  Agriculture, and particularly dairying, are important contributors to the economy, and the continued viability of farms and farming is important to the region.

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4. Assessment of Likely Impacts

4.1 Social impact on property and land use The impact of the proposal on land use and property is identified and assessed in Chapter 15 of the EIS. The project would directly impact upon a number of land uses, including agricultural lands, residential properties, commercial, industrial and extractive industries, open space and utilities and services. These are shown in Figure 4.1. Numbers relate to the table of affected land uses in Chapter 15.

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Figure 4.1. Land Use Property Impacts

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The Land Use assessment (Chapter 15) identifies that direct impacts on properties traversed by the project may include those that are:

 Totally affected, such that the whole of the property is required for the project. The property would be converted for use as part of the transport corridor  Materially affected, such that part of the property is required for the project. but such that the project would have a material effect on the functionality or viability of the current or future use of the property  Partially affected, such that part of the property is required for the project. The project would have no substantial effect on the functionality or viability of the current of future use of the property.

The social impacts of these changes are discussed below, and business and economic impacts in Section 4.8. The impact on Croom Regional Sporting Complex and Terry Reserve is considered in Section 4.6.

4.1.1 Anticipated and unanticipated change in land use The Wollongong Local Environmental Plan and Shellharbour City Council LEP have both included a road corridor for the motorway route for some decades (in the case of Shellharbour, since 1983). Figure 38 identifies the gazetted LEP corridor compared with the current route. This shows the LEP corridor did not join up with the East West Link, but it was otherwise largely in the same location as the north-south portion of the route.

Since the LEP corridor was originally gazetted there has been considerable change in land use in the district, with a notable increase in housing in Albion Park, Haywards Bay and Flinders. Commercial development has also increased, largely near the Princes Highway (Preferred Option Report, Roads and Maritime Services, 2014).

Overall, social impact could be expected to be reduced in a situation where likely future effect by a road proposal has been known for such a long period of time. However changes in the corridor from that originally gazetted can introduce stress and anxiety, and create impacts where none were expected to occur. In such cases, residents or businesses may have felt they were planning for the future with certainty, or made plans specifically taking into account the proposed route of the corridor. The social effect on these land users is likely to be greater. On the other hand, there would now be land uses which previously believed they were affected and no longer would be impacted. These land users would benefit. The difference between the two corridors is shown in Figure 4.2.

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Figure 4.2. Effect on land uses outside LEP Corridor

Land uses that would potentially be impacted to a greater degree than anticipated based on consideration of the LEP corridor are primarily energy/ utility providers at the northern extent of the corridor, the Lighthouse Church property, a Wollongong City Council owned agricultural lot, some commercial/industrial properties immediately to the east of the project near Haywards Bay, a number of agricultural properties some of which are used for dairying, rural residential properties abutting the Illawarra Highway, the Croom Regional Sporting Complex, horse agistment and grazing properties along the East West Link, and the two quarries to the south of the East West Link.

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The individual social impact on these land uses is discussed below; however generally it should be recognised that the impact would be greater on these land users than if they had had 20-30 years knowledge and expectation that the impact would occur. This could be expected to result in increased stress, anxiety, anger and upheaval, some of which is currently evident through consultation with these parties.

4.1.2 Social impacts of change in land uses Property totally affected by the project would be acquired by Roads and Maritime. Property acquisition would be undertaken in accordance with the provisions of the (NSW) Property Acquisition (Just Terms Compensation) Act 1991.

Roads and Maritime has commenced consultation with directly affected property owners. Where possible, properties affected by the project would be purchased under voluntary agreements. This would help to provide affected property owners and businesses with certainty about future decisions and provide financial security. It would also help landowners to relocate. Discussions are also being carried out with tenants in order that they could achieve greater certainty.

At the northern extent of the project, the project would affect an agricultural property owned by Wollongong City Council. Rural residential properties in Larkins Lane would experience no direct land acquisition impacts. Impacts on amenity of these properties are considered in Section 4.7. There would be no social impact on utilities.

The property previously known as the Yallah Woolshed, would lie near the interchange at Yallah. This property was purchased with a long-term plan to establish, operate and expand services for the health and wellbeing of young people who need assistance across the Illawarra, and provides interim accommodation for young people at risk of homelessness. Access would be maintained and its operation would not be materially affected.

In the northern bulky goods area, immediately to the east of the project near Haywards Bay, three commercial/industrial properties would be directly partially affected to varying extents. Discussions by Roads and Maritime have determined that the two businesses on the three partially affected properties would remain viable. It could be anticipated that some disruptions to their businesses might be incurred and the process would create some stress and uncertainty for property owners. These businesses would be compensated as per Roads and Maritime policy.

Near the junction of the Princes Highway and the Illawarra Highway, the project would totally affect a wholesale plant/nursery garden, and a shed business. While this has caused stress and uncertainty among owners, employees and their families, potentially impacting on health and wellbeing, these businesses would be compensated as per Roads and Maritime policy. There may be a social impact for users of the nursery business, who would be required to travel further to a similar nursery, unless the business is able to re-establish locally.

The impact on Darcy Dunster Reserve on the southern side of the Macquarie Rivulet is considered in Working Paper 10, Landscape Character and Visual Amenity, and in Chapters 14 and 15. The park is believed to be reasonably well used by local people, and is a popular starting place to access the walking/cycling track along the waterway. The western portion of the reserve would be converted to transport corridor, but the car parking and remainder of the reserve would maintain their existing use and functionality. The size of the reserve would be reduced and until planting matured, there would be a high visual impact. There would be substantial disruption during construction (see Section 4.10). This would be likely to deter people from using the reserve,

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particularly in the short term, and would remove a popular place for locals and visitors to enjoy an outing or a rest stop. However in the longer term it is envisaged that use would continue much the same as at present.

In the central part of the route, the project would impact on agricultural lands, and particularly on lands used for dairying. The economic impact on agriculture and particularly dairying is considered further in Section 4.8.3.

Consultation has identified that the project has created substantial stress, anxiety and concern in relation to the impact on dairy farms. This impact extends to land owned by several farming families, some of which is leased for dairying purposes.

RMS has already purchased considerable land within the corridor. This land was previously used for a wide variety of purposes. Some of the land has been agricultural. Farmers have witnessed a long term decline in the land under agriculture in the district as a whole over many years for many reasons, not the least of which is encroaching urban development. Rural values are important to the area and change to lands held in farming for more than a century would be understandably difficult to accept for long-term rural residents. It could lead to loss of long standing families in the rural community, and severance of this community. The likely social impact would be considered to be high. Urban dwellers value the rural background and country lifestyle of the district. This would be likely to be a less apparent change and social impact would be low.

A large property used for grazing to the south of Tongarra Road would be impacted to the extent of 18.4 per cent of the property (refer parcel 38, Figure 4-1). It is understood that access would be retained, and that the remainder of the property would remain viable and could continue to be used for its current purpose. Compensation would occur as per Roads and Maritime policy. Partial acquisition would not be expected to cause hardship or undue stress to the owner.

A property to the east of the Illawarra Highway to the north of Tongarra Road would be partially affected to the extent that 58 per cent of the property would be converted to transport corridor. The project would directly impact the dwelling on this land parcel. It is understood that the land parcel is not currently used for agricultural purposes, however the project would cause severance to, and potentially reduce the viability of, the remaining portion of the land parcel for future agricultural uses. If it is determined that the size of the remaining portion of land would make the continued use or future development infeasible Roads and Maritime would acquire the land parcel, in consultation with the landowner. Given that the property is not farmed this would not be expected to cause hardship or undue stress to the owner; however it does continue the decline of agricultural land in the area.

A small number of rural residential properties which are accessed from the Illawarra Highway would be partially affected. They would be affected by the traffic travelling from the proposed entry and exit ramps at the Albion Park interchange and the expected weaving movements. This would impact the ability of property owners to safely enter and exit their properties. The Traffic and Transport Assessment Report identifies the Illawarra Highway north of Tongarra Road would experience traffic increases of up to 48 per cent due to the proposed entry and exit ramps with the Illawarra Highway. The actual land use impact would not include dwellings or major structures. Access would be maintained, or alternative access provided to each property.

Agricultural properties to the south of the East West Link would be partially affected, and one small property to the north of the East West Link between Croome Road and Grevillea Street would be totally affected. The latter property and one property between the two quarries is used for horse

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agistment. The property between the quarries would be affected to the extent of 45% of the land parcel. This would reduce the land available for agistment. It is possible that the effect on the property between the quarries may impact the viability of the land for future grazing and therefore materially affect the property. The retention of horse agistment is important from a social viewpoint to retain the equine character and support the equestrian uses of the area.

A property at the southern end of the project, on the eastern side of Croome Road, would be partially impacted. The project would not impact the viability of this property and be unlikely to create physical or social dislocation.

A property south of the Oak Flats Interchange would be partially impacted with about a third of the property, including a disused dwelling associated with this property, converted to transport corridor. The property would remain viable and would be provided with new access. It could be anticipated that the effect on the property would create some anxiety and disruption. A period of uncertainty would be created while changes are finalised; and adjustment would subsequently be required to new circumstances.

It was noted in Section 3.3.4 that there were two quarries to the south of the East West Link that play an important regional role (assessed in Section 4.8.4). There would be minor impacts on land associated with the two quarries in terms of access, but these would not impact the operation of the quarries. Access to the quarries would be provided via the new East West Link to the south of the motorway.

Overall it can be concluded that the socio-economic impact arising from direct land use impacts, other than on agricultural uses (which are further considered in Section 4.8.3) would be relatively low. This has occurred because of the early identification of the corridor, and the design of the project largely within this corridor, as far as has been possible. This has considerably reduced potential social impacts.

4.2 Effect on population and demography The project is not expected to have a direct impact on population or demographic characteristics. The project responds to the effects of increasing population growth, and would facilitate the achievement of ongoing population trends in the region. In the long term, the project could result in some demographic change, due to the redirection of through-traffic from the existing Princes Highway onto the proposed motorway, making Albion Park Rail a more desirable place to live.

4.3 Effect on community movement and interaction 4.3.1 Access to major centres in and around the region Review of centres in the Illawarra Region showed a clear hierarchy ranging from Wollongong as the regional city, Shellharbour City Centre as a burgeoning regional centre, Albion Park as a major town, and a number of smaller local centres and villages of different size and function. The retention of access to all of these centres will be important in the future.

Proximity to services in Wollongong and other regional centres was a feature of living in Shellharbour which was valued by residents. Development of the project could be anticipated to substantially improve access to the north to and from Wollongong for the highest order retail and commercial, cultural, community and recreational purposes, as well as employment, for which a large proportion of Shellharbour LGA residents were found to commute.

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For local residents who use the motorway, Technical Working Paper 1, Traffic and Transport, identifies that when the project is complete trip time between Yallah and Oak Flats would be greatly reduced in the morning peak - from 18 minutes to 6 minutes (or 65 per cent). The project would also remove substantial traffic volumes from the existing Princes Highway - between 56 per cent and 74 per cent (Technical Working Paper 1, Traffic and Transport). This would provide travel time improvements to local residents using the existing highway, who would not be subject to the same delays experienced by the general travelling public. Key intersections with the existing Princes Highway would additionally operate with improved level of service, making shorter local trips easier and less subject to delay.

Local access to and from the south is proposed to occur largely via the local road network. The proposal is to construct a local service road, one lane in each direction, connecting Croome Road and the Oak Flats Interchange. This would separate local and through traffic and replace the East West Link. The existing Oak Flats Interchange would be reconfigured to allow for the connection of the local road. It would provide access to the two quarries located south of the East West Link. This option would provide full access between the motorway, Princes Highway, New Lake Entrance Road (particularly to access Shellharbour City Centre) and the new local road.

Considerable community comment has been made in relation to the need for various local trips to be made through the Oak Flats Interchange, and the ability of the interchange to support additional traffic loads. The current roundabout is considered to be of concern by some local people at the present time; and it is claimed further trips would need to be made through it to various destinations with the development of the project. Residents have raised concern about the ability of motorists to safely navigate the roundabout with the proposed changes and the increased traffic after further housing and population growth.

The Traffic and Transport assessment indicates that the entry and exit ramps would operate at adequate capacity until 2041 for all three interchanges. The Oak Flats Interchange would operate at Level of Service B in both morning and afternoon peak.

The central interchange at Albion Park would include two north facing ramps connecting with the Illawarra Highway (Terry Street) (ie northbound entry ramp and a southbound exit ramp). In the public display of the preferred option in 2014, the community preference for two south facing ramps was identified, including a northbound exit ramp at Illawarra Highway and a southbound entry ramp from Tongarra Road. Technical Working Paper 1, Traffic and Transport, has found that both south facing ramps would not be needed at the time the proposed motorway is open to traffic. The timing of the northbound exit ramp is contingent on the construction of the future Tripoli Way bypass, which is scheduled for delivery by Shellharbour City Council in 2028 but dependent on the rate of growth and development of the new release areas. The timing of the need for the southbound entry ramp was found to be dependent on future traffic volumes on Tongarra Road from Calderwood and Tullimbar new release areas and the future operation of the Oak Flats interchange.

The immediate construction of the south facing ramps at the Albion Park interchange would increase local connectivity to and from the south and east with Albion Park, and mean users do not have to leave the Princes Highway at the Oaks Flats Interchange to access Albion Park. This would particularly improve access to Shellharbour Town Centre as the major regional centre and location of high order retail, commercial, cultural, community and leisure facilities.

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Overall it would appear the project would benefit the community by facilitating local movement to and from major centres in and around the region. This benefit would apply both to residents who access the motorway, and those who continued to use the Princes Highway.

4.3.2 Access to Study Area facilities and services Several important clusters of cultural, community and/or recreation facilities have been identified within the Study Area, particularly:  Albion Park provides an important cluster of community and recreation facilities, including 3 high schools and 3 primary schools, a large number of children’s services, facilities for the aged, various community meeting places, library, and a recently opened fire station  Oak Flats contains a cluster of community and recreation facilities, including a police station and ambulance station  Albion Park Rail has a specialised cluster of airport related/emergency services located along Airport Road, including Illawarra Fire Control Centre, NSW Fire Brigades Training Centre, Oak Flats Rural Fire Brigade, Australia Aerial Patrol and Ambulance Service NSW Southern Region Heli Base Facility.

Access to and from these facilities is important for both users and services. The police station on Pioneer Drive, Oak Flats, for example, serves a Local Area Command stretching from Port Kembla to Kiama, and includes the Study Area. The ambulance station at Oak Flats services a large geographical area, including Shellharbour, Shell Cove, Lake Illawarra and Albion Park. NSW Fire and Rescue Services recently opened station at Albion Park covers a wide catchment. Hence access both to the north and south, as well as east-west, are important to all emergency services.

The Technical Working Paper 1, Traffic and Transport, found the project would greatly improve travel times between Yallah and Oak Flats. It could be assumed these improvements would flow through to improved response times for emergency services located in the area or accessing the area. These reductions would apply to both the motorway and the Princes Highway. Access on and off the motorway was identified as a particular need in consultation with fire services. The south facing ramps at the interchange at Albion Park were seen as increasing this accessibility. They advised that getting on the motorway quickly is more important than getting off quickly, highlighting the importance of the early construction of at least the southbound entry ramp.

Local access, and particularly east-west linkages between Albion Park Rail and Albion Park, is critical to users of facilities such as the schools, preschools and child care centres. It was noted that Albion Park Rail has been identified as having relatively few facilities, and hence local connections with Albion Park via Tongarra Road are particularly important for residents of this area, as well as those in Oak Flats and Shellharbour City Centre.

Service providers such as Home and Community Care (HACC) aged and disability services and Community Transport (based in Albion Park), require good access around and within the region.

The reduction in traffic volumes on the Princes Highway would make local access within the Study Area easier and subject to fewer delays in all directions (see Section 4.3.3.1). Access between localities would not be largely altered by the project, particularly linkages between Albion Park Rail and Albion Park which would be retained by Tongarra Road passing under the motorway. Additionally, positive benefits would flow from the considerable proportion of east-west traffic which would be removed from the East-West Link Road and Tongarra Road.

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The reduction in travel times and traffic volumes along these routes would improve the travel time reliability for buses and taxis especially during peak periods. Access to the Albion Park Railway Station would become increasingly important in the future, as development in Calderwood and other land release areas progress. The removal of traffic from Tongarra Road and the Princes Highway as a result of the project would improve bus journey times and reliability. It is not envisaged any bus routes would need to be amended once the project is commissioned, retaining familiarity of local people with the existing public transport network.

Overall, access around the area to local facilities and services would be improved by a reduction in through traffic and improved separation of through trips and local traffic.

4.3.3 Local Accessibility 4.3.3.1 Congestion It has been noted the highway corridor through Albion Park Rail – Oaks Flat has a substantial number of properties with driveways which directly access the Princes Highway. This not only requires a dangerous entry and exit manoeuvre but can involve delays for residents where traffic is already banked up through the suburb.

As a result, local access along the highway and even to highway businesses and intersections, can be frustrating and inconvenient. The response from some local residents in emails and submissions to the study is indicative of their current frustration (eg comments such as “PLEASE just get on with it”, and “please please (sic) build this road ASAP”).

The project would, upon opening, divert a substantial proportion of through traffic onto the motorway, allowing the existing section of the Princes Highway at Albion Park Rail to mainly cater for local traffic. The effect on residents would be a substantially improved quality of life and ease of movement in their suburb.

The project would improve road safety by separating through and local traffic and removing traffic conflicts. The Preferred Option Report (Roads and Maritime Services, 2014) identifies there were 367 crashes in the area from Yallah to Oak Flats during the five years April 2008 to March 2013. The crash data suggest a consistent increase in the number of crashes coinciding with increasing levels of congestion. This crash record is extremely poor compared to nearby sections of the Princes Highway and other major highways in NSW.

If no action is taken to increase road capacity over the next 10 years, the Preferred Option Report (Roads and Maritime Services, 2014) identifies that planned growth at Tallawarra, Calderwood, Tullimbar and West Dapto is likely to see travel conditions on the highway deteriorate rapidly. Over the next 30 to 50 years these developments would contribute up to about 30,000 new lots, which would substantially increase traffic volumes on the Princes Highway and the surrounding road network. In addition, expected growth in airport-related traffic and in traffic along Tongarra Road is likely to substantially affect the performance of the Princes Highway. It is expected current and planned urban development in the surrounding area would substantially increase traffic volumes and peak period traffic congestion on the Princes Highway and the nearby road network.

With increasing population growth and increasing traffic volumes over time, the biggest improvement would be upon opening of the project or soon thereafter. However traffic modelling projections indicate that even by 2041, traffic volumes along the Princes Highway would not have returned to their existing level.

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Hence the positive social benefits of the project on the highway corridor in relation to local accessibility and safety would endure over a considerable period of time.

4.3.3.2 Road closures Four road closures have been proposed as part of the project design:

 The Illawarra Highway  Woollybutt Drive  Durgadin Drive.

The Illawarra Highway is proposed to be made into a cul-de-sac north of Albion Park and effectively replaced by a two-way northbound entry ramp and a southbound exit ramp. This should cause no local inconvenience on operation, and indeed would be beneficial as it replaces a part of the highway which is closed by flooding for an average of 4.5 days per year. The effect on tourists is considered in Section 4.8.2 however while it might be considered to remove a picturesque part of a tourist route, it would replace it with a higher standard road, from which views would still be able to be obtained (Technical Working Paper 10, Landscape Character and Visual Amenity).

The area around Woollybutt Drive, Albion Park Rail, was a land release developed around the 1980’s in a layout of cul-de-sacs and some main collector roads. Woollybutt Drive is of one of three north-south collectors which provide access to the East West Link, the others being Croome Road (indirectly) to the west and Durgadin Drive to the east.

It is proposed both Woollybutt Drive and Durgadin Drive would be made into a cul-de-sac near where they currently access the East West Link. In the case of Woollybutt Drive, this means residents would be required to either access Croome Road to travel south, through a series of local streets, or access the Princes Highway. This would result in some inconvenience in a situation where residents have previously enjoyed good access. They would not be able to access the new East West Link, or the motorway, despite being some of the closest residents to the motorway development, and to travel west would need to pass through the Oak Flats Interchange. However it would also reduce through-traffic and any rat-running from the East West Link to the Princes Highway through this residential area.

Residents have noted turning south onto the Princes Highway at the northern end of Woollybutt St is dangerous and often impossible due to traffic flow. Technical Paper 1, Traffic and Transport, identified closure of Woollybutt Drive north of the existing East West Link Road would require a new set of traffic lights installed at the intersection of Woollybutt Drive and the Princes Highway. This would maintain satisfactory and improved safe access for residents of this area, although in morning and afternoon peaks there may be some waiting involved.

While access to the east/west would be decreased, it should be recognised the levels of traffic on the Princes Highway would have decreased at this location up to 74 per cent, and hence travel by the highway should be easier and more convenient than at present. For local travel in some directions, however, these residents would be required to take longer and less direct routes, and as such, would experience inconvenience and a loss of connectivity. It may also be a source of some frustration and result in a feeling of inequity in the light of potential amenity impacts they could experience (Section 4.7).

In the case of Durgadin Drive, the closure would result in all access being from the Princes Highway only. Durgadin Drive services a small industrial area, Central Business Park. There has

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been considerable objection to its closure from businesses in this location. However as Roads and Maritime advises, Durgadin Drive is not able to connect into the new road as this would not meet motorway standards. A number of options were considered, taking into account changes to the road network as part of the Masters development, to mitigate the loss of access this creates.

Technical Working Paper 1, Traffic and Transport, found the existing lights on Colden Drive accessing the Princes Highway were operating at a good level of service, and would provide ease of access to the highway. Like residents in the Woollybutt Drive situation, while access to the east/west would be increased in terms of travel time, the levels of traffic on the Princes Highway would have considerably decreased at this location. The Oak Flats Interchange would operate at a good level of service. Hence the business park would retain a good level of access to the arterial road network. The impact on businesses in the Central Business Park is considered further in Section 4.8.1.

Cormack Avenue is a local road, however it is the primary link for motorists travelling to and from the Princes Highway south of Yallah for the Koonawarra/ East Dapto residential estate. The existing Cormack Avenue approach to the Princes Highway is proposed to be part of the motorway southbound exit ramp. Initially an interim (left in /left out) T-intersection access arrangement is proposed to maintain access for residents of this area. Cormack Avenue would become a cul-de­ sac when Tallawarra development proceeds. This would provide longer term benefits for local residents in terms of reducing through traffic, and providing safe improved connectivity in all directions.

4.3.4 Relationship with new development Large-scale residential development is planned for the surrounding areas at Calderwood, Tullimbar, West Dapto and Tallawarra. These developments and land releases have been approved by the NSW Government and adopted in the relevant council LEPs, with the exception of Calderwood, which has been rezoned under State Environmental Planning Policy (Major Development) 2005.

Technical Working Paper 1, Traffic and Transport assessment modelling considered the ultimate development scenario within the surrounding region including the proposed land releases in Calderwood, Tallawarra, West Dapto and Tullimbar as well as development within existing suburbs. The report considered a future scenario if the project was not built, and no action was taken to improve the traffic flow on the Princes Highway between Yallah and Oak Flats. It found in this scenario:

 Major congestion at a number of key intersections during peak periods would be experienced in the next five to ten years, extending to cover a large part of the day  Travel times on the existing road network would substantially increase  Local amenity and access at Albion Park Rail would continue to decline due to increased traffic, as well other road related impacts such as noise and localised air quality  The efficiency of freight would decline with increased travel times.

The project would support future development across the region by creating consistent travel conditions for through traffic travelling between Sydney and Nowra. The project would improve reliability of journey times, particularly during peak travel periods, and reduce congestion.

Without the project the growth in residential development would cause substantial impact to the local and regional road network performance. Consequently the project supports and facilitates

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the projected changes in land use across the region. The project would not directly impact urban release areas identified for future residential or employment land.

From a social perspective, the project would ensure the continued liveability of the Study Area in traffic terms taking into account projected growth. Without the project, the Study Area would become increasingly unliveable, and movement around the Study Area and regionally would become increasingly frustrating and unsafe.

The Traffic and Transport Assessment Report noted the intersection of Terry Street and Tongarra Road currently experiences high traffic delays during the AM and PM weekday peak periods. Extended traffic delays occur during long weekends and holiday season when substantial traffic heads towards the Jamberoo water park or the Southern Highlands (via Macquarie Pass).

With new development, it is likely the role of Albion Park town centre as a commercial and retail hub will increase and additional retail and commercial based trips to and from Albion Park will be generated. As a result, it is desirable to consider the role of Tongarra Road through Albion Park in the context of its functionality as a ’main street‘ in a town centre environment. The opportunity for the project to provide connectivity to the future Tripoli Way bypass would reduce the through traffic volumes in Albion Park town centre and provide the possibility of encouraging greater pedestrian connectivity across the Tongarra Road corridor, in line with the Albion Park Town Centre Plan endorsed by Council 8 April 2014.

The reduction in traffic on the Princes Highway would likewise provide opportunities to improve the public domain and amenity within the Albion Park Rail town centre, for existing residents and residents of new release areas who will access Albion Park Railway Station.

4.3.5 Effect on cyclists and pedestrians It was noted in Section 2.1.2 that both pedestrian and cycling facilities were fairly limited in the Study Area, and there were areas where the road network needed to be used by cyclists. However both Wollongong City and Shellharbour councils have bike plans which will result in improved facilities once built.

The design of the project has taken into account the proposals of the relevant councils and the opportunities for strengthening pedestrian and cycleway connectivity. The incorporation of provision for pedestrians and cyclists in the project is discussed in Chapter 7 and Technical Working Paper 1, Traffic and Transport, as well as Chapter 14 and Technical Working Paper 10, Landscape Character and Visual Amenity, which demonstrate impacts/safety can be managed appropriately, and that the project provides improvements to the cycle network, particularly for commuter cyclists.

In particular, the project would complete the ‘missing links’ for cyclists between travelling between Albion Park Rail and Yallah. The 2.5 metre wide shoulders of the new motorway would provide an opportunity for experienced/ commuter cyclists to travel between destinations such as Albion Park to Shellharbour and Wollongong, and from Shellharbour towards Albion Park/ Calderwood and Wollongong. The shoulders would provide a good facility for local commuters and touring cyclists who may be travelling to destinations further afield, such as Kiama, Sydney or the Southern Highlands. This would further add to the tourist attractions of the region as well as provide the opportunity for active travel and recreational experiences for local people.

Cycle access to the two metre shoulders of the Princes Highway in both northbound and southbound directions would allow cyclists to take advantage of the reduced traffic volumes on

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the Princes Highway as a result of the motorway and improve local connectivity. This would enable improved access to community, cultural and recreation facilities, particularly those located along the highway corridor and in the southern part of the Study Area, including access to Shellharbour City Centre.

Other shared paths and improve pedestrian footpath facilities would have many social benefits, including off-road pedestrian and cycle connectivity to planned future development areas which can often suffer social isolation in their early stages, improved connection between Albion Park Rail and Albion Park, and a network of new shared paths through Croom Regional Sporting Complex. In total the project would provide approximately 6.3 kilometres of new of road shared paths, substantially improving upon the existing network.

The reduced traffic volumes generally along the Princes Highway and Tongarra Road as a result of project operation are generally seen to provide an opportunity to encourage cycling as a transport mode in the Study Area, such as through improved perception of safety due to lower traffic vehicle volumes. Future traffic conditions without the project, based on the forecast growth, would result in potential increases in conflict between motor vehicles, and pedestrians and cyclists.

Overall, the project would help to achieve the aims of the Shellharbour City Council strategy to enhance cyclists’ access to community facilities, improve connectivity within the city especially north-south, and complete the ‘missing links’ in the current shared use path strategy (2010). This would assist the potential for cycling and walking to become feasible forms of transport around the Study Area, potentially facilitate bicycle tourism and commuting, and expand the opportunities provided for active and healthy living.

4.4 Effect on local identity and character It was noted in Section 2.6 a key reason people enjoy living in Shellharbour City more than anything else, is the physical beauty and lifestyle. This is closely tied with the relationship between urban and rural lifestyles, views and scenery.

At the present time, there appears a largely ‘seamless’ transition from urban to rural areas which is largely a function of the floodplain and the natural topography. It was noted it would be important that this relationship be retained.

The height of the structure and the route of the motorway would by necessity divide urban and rural land uses. The visual assessment found overall the design would however ensure attractive views into the broader landscape were maintained by planting in appropriate locations, and visual montages show the backdrop of the Illawarra escarpment would still be widely visible across the region.

Functionally, the existing connections between urban and rural areas would not be changed. As identified above, the two east-west connections, which have been identified as critical to the functioning of the community, would continue to function in much the same way they currently do.

It can be concluded the backdrop which constitutes an important community value would be retained; however there would be an increased demarcation of the urban edge of the area. The other types of characteristics which were valued, including ‘the people’, the ‘sense of community’, ‘community values’ and ‘community spirit’; and the ‘unique culture’, ‘laid back lifestyle’, ‘progressive attitudes’ and peaceful lifestyle, would not be altered.

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It was noted in Section 4.6 the amenity and character of Albion Park Rail, in particular, had been decreased by the existence of the highway, and community health and safety appeared low. A relatively high rate of malicious damage and alcohol-related crime had been experienced in the Study Area including along the Princes Highway corridor.

A major improvement in the character of highway communities could be anticipated to occur with the removal of the highway through the centre of urban areas. It could be expected some regeneration and potentially redevelopment around the rail station may occur. It is possible opportunities for improved urban design and placemaking, particularly in the Albion Park Rail station area, could be initiated by Council once the project was complete.

Overall it is considered the effect on local identity and character from the Princes Highway corridor would be beneficial.

4.5 Effect on community cohesion Community cohesion relates to the ability of members of the community to participate and interact together, to develop a shared sense of place and community, the presence of community networks and ease of movement across barriers.

These types of factors were valued by Shellharbour residents, including ‘the people’, the ‘sense of community’, ‘community values’ and ‘community spirit’; and the ‘unique culture’, ‘laid back lifestyle’, ‘progressive attitudes’ and peaceful lifestyle. They would not be reduced.

It was noted in Section 4.6 there appeared to be relatively limited opportunities for community interaction in Albion Park Rail, in particular, and relatively few community organisations, events and cultural, community or recreation facilities.

Indeed it could be suggested the above types of factors, particularly sense of community, may be able to further develop without the current divisive barrier through highway communities caused by the current large traffic volumes. It could certainly be expected that an improvement in personal safety, peaceful lifestyle, quality of life and quality of the residential and retail environment would occur with the bypassing of Albion Park Rail. These qualities would be much more conducive to the development of a sense of community in the suburb, and the introduction of urban design initiatives would provide streets and places in the public domain for people to meet and interact.

It was noted Albion Park and Albion Park Rail were to some extent interdependent in terms of the provision of retail and commercial, community and recreation facilities. Hence it is important to establish that the communities of Albion Park Rail and Albion Park would not be severed. This is important for the retail trade of Albion Park, given the distance from Albion Park Rail to Shellharbour City Centre is similar to that to Albion Rail.

In this regard, the two east-west linkages discussed above are critical, in particular Tongarra Road which forms a direct link between the centres of the two suburbs. Tongarra Road would pass under the motorway, and the appearance and function should remain unchanged. The perception of severance would be reduced by the high level of the motorway at this point and the ability to pass under it. Any improvements to cycle and pedestrian links along this route would improve cohesion.

Overall, community cohesion in highway communities may be improved by the bypassing of Albion Park Rail. Some decreased perception of regional cohesion may occur with Albion Park; however functionally, linkages would be maintained and potentially be improved by reduced traffic on Tongarra Road.

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4.6 Effect on Croom Regional Sporting Complex

4.6.1 Design Process The Croom Regional Sporting Complex would be directly impacted by the proposed route of the motorway. Extensive research and consultation was carried out by Roads and Maritime with sporting groups operating in the Croom Regional Sporting Complex to understand their needs and operating circumstances to enable future planning. This was in response to a need to revisit the route in this area (from previously developed routes) to improve functionality.

The Croom Regional Sporting Complex Working Group was established to formalise consultation on the future of the complex and consultation with this group continued through 2014. This group has continued to be consulted through the preparation of the EIS. Individual meetings were held with each of the sporting clubs that use the facility. During this process, the needs and expectations of the clubs were identified, and Roads and Maritime asked each group if they were impacted where they would like to be relocated. This information was used when determining reconfiguration options for the sporting complex. As a Council facility, Shellharbour City Council has a prime interest in ensuring the design, funding and implementation arrangements for the upgraded Croom Regional Sporting Complex are satisfactory and has been consulted throughout the process.

A site analysis was done to investigate the various attributes of Croom Regional Sporting Complex. It included the collection of data such as seasonal wind direction; slope analysis; identification of key views and landmarks; existing vehicular, pedestrian, cycle and equine circulation; and a review of the existing site features and character. This provided the design team with an understanding of the project’s opportunities and challenges and together with consideration of the users’ needs, the functionality requirements and the design intent of the master plan was developed.

This resulted in the development of a Structure Plan that provided the most benefits while minimising impacts on some of the clubs and the environment.

The Structure Plan, showing existing uses and proposed changes is provided in Figure 4.3 below. It was issued to the public for review in October/November 2014.

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Figure 4.3. Croom Regional Sporting Complex Structure Plan and proposed Albion Park Rail Bypass Project

Source: New South Wales Transport Roads and Maritime Services, 2014.

After receiving feedback on the Structure Plan, the design process moved into the master planning phase. The Master Plan reflected many of the ideas gathered during the previous stage and guided the ongoing management of the Croom Regional Sporting Complex (see Figure 4.4).

After the community viewing of the Master Plan, the specific requirements for the modifications of the Croom Regional Sporting Complex were reflected in the Concept Plan which provides detailed documentation on the relocation of the various fields and related facilities, proposed roads and car parking, the inclusion of pedestrian, cycling and equine networks, revegetation and the general park design. This is shown in Figure 4.5.

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Figure 4.4. Croom Regional Sporting Complex Master Plan

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Figure 4.5. Croom Regional Sporting Complex Concept Plan

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4.6.2 Direct Impacts Facilities in the Croom Regional Sporting Complex which would be directly impacted, and the proposed changes that would be made are shown in Table 4.1. Impacts during construction are discussed in Section 4.10.

Table 4.1. Proposed impacts and offsets on uses/user groups within Croom Regional Sporting Complex

Club/Sport Impacts Proposed Offsets

Junior Rugby League  Two existing fields  Reconfiguration of fields  An amenities building further from the motorway  Formalised parking area  New amenities building central to the fields and close to parking areas  Improved parking facilities Senior Rugby League  Formalised parking area  Improved parking facilities Netball  6 (grassed) junior courts  Improved parking facilities  Formalised parking area  6 New and relocated junior netball courts, further from motorway and in a more central location and closer to parking Cricket/Junior AFL  Ground, amenities building and  New sporting field relocated parking. to the southern area of the Croom Regional Sporting Complex  New cricket pitch  New amenities building, near to the parking  Improved parking facilities, located close to the field  Improved visibility from/to both the motorway and Croome Road Hockey  Nil  Improved parking facilities Equestrian  Existing arenas within Croom  Merge of equestrian clubs in Reserve Croom Reserve with Horse Recreational Area west of Frazers Creek, perceived as beneficial by clubs  Existing site in Croom Reserve can be revegetated  Retention of existing equine access from the Horse Recreational Area along Frazers Creek to Croome Road

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Club/Sport Impacts Proposed Offsets

 Parking areas that accommodate trailers and floats  Buffered from other sports fields Tennis  N/A (not part of this project)  Provision for relocation outside Croom Reserve at a future date to a more convenient location next to the stadium  Opportunity for existing site to be revegetated Model Cars  Sporting use remains  N/A unchanged BMX  Sporting use remains  N/A unchanged Athletics  Sporting use remains  N/A unchanged Soccer  Sporting use remains  N/A unchanged Stadium  Extension of existing carpark  Retained in existing location as entry feature to Complex  Remains the gateway into the Croom Regional Sporting Complex

Overall, it has been proposed that all sporting facilities directly impacted by the project would be replaced with similar facilities, as well as a commitment to maintain the continued operation of sporting facilities and uses during construction of the project. This has resulted in the provision of a number of facilities which replace older facilities, and would result in an improved standard of facilities in the complex generally. Several clubs would benefit from new and improved facilities, including new amenities buildings, formalised car parking where only informal or overflow parking existed, and new sporting facilities.

An objective of Roads and Maritime Services has been to upgrade accessibility to and around the complex, and to formalise parking to ensure space is used more efficiently around the stadium.

Rationalisation of the car parking to provide sufficient numbers of parking spaces for each sport and carpark locations that provide easy access for competitors and spectators but do not present a barrier to safe movement through the complex, is seen as a opportunity. The internal roads in the site have been carefully planned to ensure that conflicts do not occur between vehicles, pedestrians, cyclists, as well as horse riders, and that maintenance and emergency access is provided to the sporting fields.

An issue that has been raised in relation to the impact on Croom Regional Sporting Complex is the likely effect on the unity of the complex, given that the motorway would effectively bisect the

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complex. Croom’s appeal has been said to be that all the diverse sporting groups are available in the one area.

The realignment of the motorway has moved the road to the northern side of sporting facilities, with the exception of:

 Tennis courts (with provision for future relocation to the south of the motorway)  Athletics  BMX and  Model Car.

These facilities have not moved from their current locations, although they are separated by a visual and physical barrier from the southern part of the complex. BMX and model car facilities would appear quite separate and different types of uses to the field sports which have been consolidated in the southern precinct, along with Shellharbour City Stadium. The athletics club utilises the cross country track in Croom Reserve and considered in consultation that access into the sporting complex via the northern side was most central for their club. There is consequently no reason to assume these uses are negatively impacted.

Connectivity between the northern and southern parts of the complex currently occurs by means of a complex existing vehicle/pedestrian/cycle/equine pathway network. The main effect of the project would be on pedestrian/cycle users, whose route would be moved further to the western side of the complex. This north/south access would be by an underpass under the motorway, together with vehicular traffic and equine users. While this may reduce the perception of the current free flow from the natural part of the reserve to sporting areas, it in fact would not result in a substantially longer route.

Considerable design effort has been given to the combination of the uses, with the pedestrian/cycle path separated from the route for horses and the construction material for the latter selected to minimise noise levels of the horses’ movement, especially in confined areas that may echo. Due to height constraints the horse and rider would need to dismount, and appropriate signage would be provided. A safety rail to the horse trial would segregate pedestrian/cyclist from the horse trail, as well as to the nearby creek edge. Consideration has been given in its design to Crime Prevention Through Environmental Design (CPTED) principles.

The existing equine access from the Horse Recreational Area along Frazers Creek to Croome Road would be retained. The existing underpass at Croome Road would remain available for equestrians travelling via horseback between agistment areas south of the existing East West Link, along the new service road and to Croom Regional Sporting Complex.

In terms of the impact on the diversity of the complex, there is consequently seen to be no major adverse effect. There would be physical, perceptual and visual changes to connectivity; however relatively little change in terms of functionality.

Changes to the overall amenity of the complex need to be considered. At the present time the nature of the complex is relatively low key, informal and rural-like. The effect of introducing such a substantial new built element into this landscape would be somewhat lessened by it reducing in height as the motorway travels through the complex. The impact may be greater at the western end where twin bridges would be built over Frazers Creek and the structure would be particularly prominent from the Athletics Field and BMX Track.

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Overall, it would appear that satisfactory and indeed generally advantageous arrangements have been made with user groups of the Croom Regional Sporting Complex which would result in improved facilities and an appropriate rearrangement of fields and amenities to the satisfaction of sporting groups involved, and that the general use of the complex would not be substantially adversely affected. Both the sporting user groups and Council have endorsed the master plan and used this opportunity to plan for future expansion and upgrading of the facility. Given the agreement of the key stakeholders in the complex, it could be anticipated that it would be acceptable to the wider community.

4.6.3 Indirect Impacts The location of the Croom Regional Sporting Complex results in a considerable inflow of users from other parts of the LGA and beyond and it has a need to be readily and easily accessed. Maintained or improved connectivity to its catchment area is important to its regional function.

At the present time, access to Croom Regional Sporting Complex could be considered low-key for the important regional role it fulfils. Access from Croome Road north is poorly identified and through a residential area. Visibility of the complex from Croome Road south is better, and the location of the entry in relation to the East West Link is relatively direct; however again, the entry is low-key given its regional status. A third access, to Terry Reserve in the western part of the complex, is again through residential areas and relatively obscure.

Three vehicular entry points would be maintained into Croom Regional Sporting Complex, two off Croome Road and one via Hughes Drive as currently. Provision of a new southern entry point off Croome Road however provides the opportunity to consider an improved entry statement and access arrangements, which would make it easier to find and provide better directions for visiting players and teams. It continues to highlight the indoor stadium as a focus of the complex in terms of access as desired by Council, maintain its street view presence, and is considered likely to better reflect the regional significance of the facility. Council has suggested their aspiration in this regard could be enhanced by appropriate curtilage and landscaping, and the landscaping and design proposals appear to achieve this objective.

In terms of changes to the appearance of the complex, Technical Working Paper 10, Landscape Character and Visual Amenity, has found the close proximity of the motorway and entry road would be considered highly uncharacteristic with the existing visual character. Additionally, all of the established vegetation near to the stadium would be removed. Impacts would be highly visible during the construction of the motorway and interchange. These impacts would be reduced over time as new grassland and woodland plantings establish and mature over a two to five year timeframe.

The impacts of noise arising from vehicles travelling on the motorway on sporting users, spectators and equine users of surrounding areas would change the existing noise background within which sport is played. Concerns have been expressed by various clubs that they would need to continue to be able to hear sirens, starting guns and the PA system. Technical Working Paper 8, Noise and Vibration Assessment, and Chapter 12 found that there would be a marginal exceedance of the noise criteria for public open space/playing fields only in the northernmost of the netball courts, a fairly small exceedance on the northern halves of the junior rugby league fields and the remainder of the complex would be below the criteria for active recreation areas.

Concerns have been raised in relation to public health, and particularly the health of children playing sport within the vicinity of the motorway. The Air Quality Assessment found the motorway would cause no predicted exceedances of pollutants either during construction or on operation

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which were deemed likely to be a risk to health. However there would be some local increases in air pollutants in areas such as the Croom Regional Sporting Complex where a road did not previously exist.

Overall, the nature of Croom Regional Sports Complex would undoubtedly change substantially with the construction and operation of the motorway. However considerable improvements would occur to the infrastructure of the complex which would benefit both existing and future generations of users. The long term effects on the complex would reduce over time as revegetation occurs and new users are introduced to the complex who did not experience the previous rural-like conditions.

A staging plan would be developed by Roads and Maritime Services which would minimise impacts to those sporting groups directly impacted. It is the objective of Roads and Maritime to relocate all groups before construction of the motorway begins. This would result in the least possible disruption, inconvenience and amenity impacts on user groups.

4.7 Amenity impacts Change in amenity can occur through a combination of effects – particularly changes to noise and vibration, air quality or visual appearance.

Relevant effects have been assessed in detail in Chapters 12 (Noise and Vibration), 14 (Landscape Character and Visual Amenity) and 18 (Air Quality) of the EIS – however it is important to provide an overall assessment of changes to amenity arising from a combination of factors. Such changes may affect property enjoyment. Changes to amenity from construction are included in Section 4.10.

Once the project was operational, the assessment of road traffic noise found that traffic noise levels ten years after completion of the project, would be predicted to exceed the accepted criteria in a number of areas, including:

 Southern areas of Dapto (Mount Brown)  Haywards Bay area  The Larkins Lane area  Some commercial /industrial and rural properties along the northern part of the Illawarra Highway  Some areas of Albion Park Rail between the north/south airport runway and the Princes Highway  Rural residential properties along the Illawarra Highway  Albion Park east of Terry Street and south of Tongarra Road  Albion Park east and west of Terry Street and north of Tongarra Road  The Ravensthorpe property  Areas of Albion Park overlooking Terry Reserve  The Oak Street/Jarrah Way area between Croome Road and Durgadin Drive  A residential area in Blackbutt south of the Oak Flats Interchange.

Exceedances of the criteria would vary. It should be noted that some of these areas currently experience noise from traffic including the Princes Highway (Mount Brown and Larkins Lane), and from other roads such as Croome Road, Terry Street and Tongarra Road.

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Mitigation measures, including low noise pavement surfaces, noise barriers where feasible, and property treatments are being investigated and would be incorporated into the Construction Noise and Vibration Management Plan.

Without appropriate mitigation, residents of properties in these areas would experience annoyance and a loss of amenity. This would particularly be the case in rural residential areas, or areas which have a rural outlook, including the Ravensthorpe Guest House and function centre.

The Larkins Lane rural residential area was developed after the identification of the LEP corridor and it is understood that the developers were conditioned by Wollongong City Council to incorporate architectural noise treatments into the design of the dwellings. As such, although the properties have been identified for property treatment as part of the noise assessment, the existing design of the dwellings may not require any further modification to achieve the desired inside noise management levels. This would be subject to further assessment and confirmation during detailed design.

Should the project not be built, lower level noise from the Princes Highway would extend much further than present by 2030 and many of these areas (and others) would still be affected by traffic noise in some way (Technical Working Paper 8, Noise and Vibration). Likewise, if the ’Do Nothing‘ scenario is adopted, noise levels along the existing Princes Highway would be further exacerbated. Even with the project, noise levels in the existing Princes Highway corridor would be high by 2030.

No exceedances of the air quality criteria were predicted on operation of the project at any residential, community, business or school receivers and there would be no requirement for management measures to retain existing air quality, there should therefore be no amenity impacts in terms of decreased air quality.

Technical Working Paper 10 Landscape Character and Visual Amenity identified several areas which would be subject to high landscape character and visual impacts. These included:

 Carlyle Close – Semillon Close Mount Brown (high to moderate) – altered views across the Macquarie Valley  The Larkins Lane area (reduced as planting matures over time, and in some places in cut)  Central agricultural areas  The Albion Park Showground and its sporting fields, particularly during construction;  Ravensthorpe Guest House and function centre, creating a change to the skyline and long range views, particularly until planting matures  Croom Regional Sporting Complex (as discussed in Section 4.6)  Agricultural areas south of the East West Link (although this would reduce in time as the cut and loss of vegetation is less prominent)  Albion Park east of Terry Street and south of Tongarra Road  Close areas of the Albion Park residential hillside, which would become closer to sporting fields, but lessen in impact over time and  Rural residential properties around the Illawarra Highway.

It is apparent from the above that some areas would experience multiple amenity impacts. Again the significance of this is reduced by the early identification and awareness of the corridor. The residential areas around Oaks Street/Jarrah Way, and the residential areas around Terry and Tongarra Streets Albion Park, would experience moderately high impacts on their amenity. Additionally, the Oaks Street/Jarrah Way area would have access reduced by the closure of

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Woollybutt Drive, decreasing the convenience of their neighbourhood. On the other hand amenity may be increased by reduced through traffic.

It is not anticipated that in either case the amenity of these areas would be so impacted in the long term that residents would experience a lack of property enjoyment. However mitigation measures should be developed as a priority in these areas for both construction and operational effects.

4.8 Business and economic impacts 4.8.1 Retail, commercial and industrial businesses A business impact assessment was prepared which considered the potential impacts of the project on retail, commercial and industrial businesses, specifically any impact which could arise due to the likely change in travel patterns as a result of the proposal.

The focus of the business impact assessment is upon retail/commercial businesses, being those most exposed to changes in travel patterns. This assessment does not quantify the impacts on the individual businesses or levels of expenditure.

The project could affect businesses in the following ways. Direct loss of businesses from property acquisition The project would directly impact upon a nursery and an associated outdoor garden business and shed building firm; and a dairy farm. The impact on dairying is considered in Section 4.1 and 4.8.3.

The wholesale nursery would be subject to acquisition. The business, while requiring visibility and accessibility, is not site specific and could relocate into new premises elsewhere. However, its acquisition might have an indirect impact on the outdoor garden business and shed building business located next door, as they may attract patronage due to their proximity to the nursery.

It was identified in Section 4.1 that in the northern bulky goods area, immediately to the east of the project near Haywards Bay, two commercial/industrial businesses would be directly partially affected. The extent of the effect on the partially affected land parcels varies. However the businesses would remain viable. These businesses would be compensated as per Roads and Maritime policy.

Changes to accessibility The project would, upon opening, divert a substantial proportion of through-traffic onto the motorway. This would facilitate the undertaking of local business along the highway by residents, but reduce passing trade substantially. Overall, access between suburbs would not be substantially altered by the project. In particular, east-west linkages between Albion Park Rail and Albion Park, as well as into Shellharbour City Centre, which are critical to the economic functioning of the area, would be retained by the project. There has been some objection to the closure of Durgadin Drive from businesses in this location. However as Roads and Maritime Services advises, Durgadin Drive would not able to connect directly to the motorway.

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Historically this business park has been difficult to access. The provision of internal access between the Durgadin Drive/Shaban Street and the Shandan Circuit sub-precincts would improve accessibility. Access to the arterial road network is important for most businesses in this location. These businesses are a mix of light industrial and bulky goods premises, as well as religious and recreation facilities. The business park would retain a good level of access to the arterial road network, as well as continuing to benefit from high visibility near to the Highway (albeit to a different side of the business park).

The project could impact on delivery times for some business. Some businesses within the the business park serve building trade contractors, quoting times for their deliveries, and their clients demand delivery within 15 minutes. The Traffic and Transport Assessment Report found the project would greatly improve travel times between Yallah and Oak Flats. Improvements in travel times could increase the attraction and competitiveness of the business park within the northern part of its trade area. The attractiveness of the business park has been greatly improved with the recent opening of the new Masters store, which is expected to have a wide trade area including the West Dapto urban release area. It could be anticipated that the existing highway would develop an increased focus for local business with the easing of traffic congestion and by providing the access to Masters. This could assist these businesses by better associating it with the highway.

Overall while some patterns of movement and trade may change and cause some temporary inconvenience, it is not anticipated that trade would be adversely permanently affected.

Impact on trading performance Business would be impacted to different degrees depending upon the type of business, its location and their reliance on passing trade or specific purpose visitors. There are different drivers for convenience and bulky goods retail for instance.

The Business Impact Assessment in Appendix 2 provides an assessment of the potential impact on trading performance, based on:

 Analysis of existing studies and data sources, such as those available from Council and the ABS  A survey of land uses and business  A survey of vehicles parking at three locations within the study area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the study area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the study area, to understand their businesses, their views on the proposal and the extent of perceived impacts.

This information provided the basis for a qualitative assessment of the potential impacts which could arise due to the likely change in travel patterns as a result of the proposal16.

16 As per the RMS project brief, reference has been made to the previous assessment undertaken for the proposed upgrade of the Pacific Highway at Wyong and between Narara and Lisarow.

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Highway Businesses

The loss of highway driven trade would impact upon highway dependent business within the Study Area including a motel, seven service stations, as well as numerous takeaway food stores, cafes and restaurants.

Numberplate and shopper surveys suggest highway trade comprises around one third (perhaps up to one half) of patrons of the Albion Park neighbourhood centre. The numberplate survey suggests that three-quarters of patronage at the Albion Park Rail McDonalds comes from outside the immediately surrounding suburbs. A broadly similar proportion was indicated by the shopper survey. Of those patrons surveyed that did not live in the Shellharbour LGA, 86.0 per cent were stopping for a meal or coffee.

This is confirmed by interviews with businesses in the Albion Park neighbourhood centre. Every business in the retail strip was approached for comment about the proposed bypass. Of the 11 businesses who discussed the project, five expressed some concern about the potential impact on their business, with one indicating that their business would close.

Those businesses which felt they were most exposed were service stations, and some (but not all) takeaway food businesses. Of the takeaway food premises, those which felt at-risk where those which had competitors with a similar offer along the strip, and which did the bulk of their trade during the day (when highway related trade was at its busiest).

Without any other action the contraction of business due to the loss of highway trade could result in the closure of some food businesses (such as the business who indicated when consulted that they relied on highway trade for 50 per cent of their revenue). It is considered unlikely the Albion Park Rail centre could support all of the existing service stations. This was confirmed by the opinion of service station operators interviewed that their businesses would not remain viable. Reductions in turnover would be likely to result in reduced levels of employment within affected businesses. It would be likely to result in lower employment due to reduced trading hours amongst those which operate extended hours, as it is unlikely that they would continue to operate 24 hours a day once the motorway was operational. It may be possible for national franchises to relocate; however this would be unlikely to occur with small businesses.

Businesses along the highway who are not highway dependent may on the other hand find that their trade areas increase due to faster travel times, and local trade is stimulated by an easier and less congested shopping environment.

Albion Park Rail neighbourhood centre

The Albion Park Rail neighbourhood centre contains a diverse range of shops, typical of a small centre. However, it has a larger representation of takeaway food outlets than would otherwise be expected of a centre with a similar catchment, which can be attributed to the benefit of exposure to highway related trade.

It is a centre which has been identified by several Council studies (since at least 2008) as suffering from declining trade, poor positioning and management, with some businesses finding it difficult to compete on price and range with nearby shopping centres. However with only one shop vacant at present, the shops at Albion Park Rail appear to be trading at sustainable levels.

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The above section has indicated that given that the Albion Park Neighbourhood centre is highly highway dependent. Without access to highway trade this neighbourhood centre serves only a small area of Albion Park Rail, Albion Park and Oak Flats. There is no doubt that the centre would be affected. However, it is considered likely that the retail offer at the Albion Park Rail neighbourhood centre would remain diverse and trade, while lower, would be at sustainable levels. Any business lost would not be an anchor business and their loss would not affect other trade in the centre.

The bypassing of Albion Park Rail could be utilised as an opportunity for positive renewal of the suburb. Actions may be possible to generate trade which replaces some of that which would be lost from passing trade. In this case, it is possible that some tourists may choose to continue travelling through Albion Park Rail for a stopover, being off the motorway.

Albion Park Town Centre

As a Major Town Centre, Albion Park would be unlikely to be negatively impacted in business terms by the project. Support for retail businesses would remain strong. Recent analysis by Hill PDA (March 2014) suggests that Albion Park could be undersupplied by around 3,500 sqm of retail floorspace by 2016. Council has also proposed planning controls to permit new medium density residential development within the centre. Existing levels of east-west connectivity would be maintained and even improved along Tongarra Road.

The route of the motorway closer to the town may beneficially provide Albion Park the opportunity to capture some of the passing trade which would be removed from Albion Park Rail. The provision of connectivity to the proposed Tripoli Way bypass once built would allow a reduction in traffic along Tongarra Road west of Terry Street, encouraging greater pedestrian connectivity across the Tongarra Road corridor and potentially an improved and more attractive retail environment.

Businesses in other locations

A range of business types operate in the study area. Generally, their trade areas would not be directly affected, rather changes would occur to their accessibility and visibility to various extents. Beneficially, trade areas would increase as travel times are reduced.

Changes to amenity The removal of highway traffic from Albion Park Rail would have substantial amenity-related benefits for businesses along its current length, through immediate reduction in the level of noise, vibration and air pollution they experience, and an increase in safety.

However for the most significant and longer term benefits to accrue from the project, other actions would need to be taken to improve the quality of the retail/commercial environment along the existing highway.

Other areas identified in Section 4.7 and Chapter 12 (Noise and Vibration) which would experience effects on commercial /industrial amenity, particularly from noise on operation or construction, may need to be subject to mitigation to retain appropriate working and business conditions. This would include some businesses along the northern part of the Illawarra Highway and Ravensthorpe Guest House and function centre. The latter conducts weddings and photography

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on the property using views of the rural backdrop, and any change to these conditions may affect the business.

4.8.2 Tourism Section 3.3.2 found tourists spent around $54 million in the Shellharbour LGA per year on average, including $31 million by domestic overnight visitors and $21 million by domestic day trip tourists. The majority of day trippers and overnight visitors (50-55 per cent) were from Sydney; hence the conditions of the Princes Highway/Motorway especially from the north, would be important in maintaining and even increasing the share of tourism experienced in the district and the South Coast of NSW in general.

In this regard, the project would lead to increased efficiency of tourist travel. During holiday peak periods, the Princes Highway takes a substantial amount of holiday traffic. This traffic often experiences extended delays. Hence the project would increase the reliability of tourism related trips. While the Tripoli Way bypass is not part of this proposal, the future connection with this bypass provided by the project would facilitate the movement of visitors and tourists, and their connections with both the Southern Highlands and Jamberoo.

It is important that the tourism base of the Study Area, and Shellharbour LGA would not be adversely affected by an increase in traffic bypassing the area and going further south. Albion Park Rail has been seen to have very little accommodation and few attractions for tourists other than those who may specifically be visiting the area eg for the Illawarra Regional Airport or the LARS museum. The impact would be anticipated to be minimal on tourism (see Section 5.7.1. for effect on retail and commercial businesses).

The Albion Park district would appear to have an established tourism trade, particularly through tourists and caravanners/campervanners using the Illawarra Highway. Although it is not formally on the Illawarra Tourism Route17, it is on a local Tourist Route. It is not anticipated the project would lessen use as the gateway to these routes.

Although the Illawarra Highway would be made into a cul-de-sac, it would still be possible for southbound tourists to leave the motorway via the Albion Park interchange. For northbound motorists, they must drive past the township of Albion Park before reaching the Albion Park interchange, giving them opportunity to stop at Albion Park. The views from the bridge over Tongarra Road may induce tourists to exit the motorway and visit Albion Park, which has potential to increase the number of people deciding to stop in the township.

The route from the south via Jamberoo used by many tourists would be unaffected by the project.

Overall it is consequently concluded there may be a positive impact on tourism throughout the district, predominantly due to improved travel times.

4.8.3 Agriculture Section 3.4 found the Illawarra region produced around $27m of agricultural commodities in 2012-13, 0.2 per cent of total New South Wales production. The most important commodity in the

17 Identified as the Illawarra Tourism Route by VisitNSW, the official tourism site for Destination New South Wales, a department of NSW Government, which refers to the website of NSW National Parks and Wildlife Service for map

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Illawarra region based on the gross value of agricultural production was milk, accounting for $19.48 million or 72 per cent of the value of all agricultural production in the region in 2012-13, or around 4 per cent of the total value of milk production in New South Wales.

The project would directly impact on agricultural land used for milk production. The direct impact on the properties involved is outlined in Chapter 15 of the EIS – the Land Use and Property Assessment. The impact on dairying as an industry and in the region are considered in this section.

Public consultation has identified the dairy is one of only 4 remaining dairy farms in the Albion Park area. The farm currently produces 4.5 million litres of milk annually, about 12.1 per cent by value of the production in the Illawarra region (0.45 per cent of New South Wales production).

A total of 27 hectares of land used by the dairy would be changed to transport corridor. This represents 6.7 per cent of the area under management by the dairy. The value of the portion of the dairy subject to acquisition for the project is related more to its value to the dairy operation as a business, rather than the actual land value. This is due to the location of assets on the land to be acquired and its importance in linking different land parcels (including pasture land) that make up the dairying operation.

Impacts to the dairy farm would continue the decline of dairying in the region as a whole. It may lead to a disassociation of a multi-generation farming family with their land. It would also be likely to cause uncertainty, loss of rural employment and financial loss.

While the existence of the proposed bypass has been known and included in planning schemes for decades, the land use impact is larger than anticipated. The dairy is strategically located close to the Sydney market, making it attractive from a supply perspective to major milk processors. This attractiveness is further enhanced by the business’s scale and all weather access which allows milk to be collected by trucks under flood conditions. The farm would appear to be one of the better managed and profitable dairy enterprises in NSW.

Overall it is concluded the potential loss of this farm to dairying would have high family and district socio-economic impacts, and the loss would be possibly high on a regional scale.

Roads and Maritime Services is consulting with the dairy farmers to identify the best outcome for ensuring the ongoing viability and effective operational management for the dairy.

A range of other agricultural/rural pursuits occur in the Study Area, in particular horse agistment and grazing. While the continuation of horse agistment in proximity to Croom Regional Sporting Complex is considered important (as discussed in Section 4.1), neither the impact on horse agistment or grazing is considered economically substantial.

4.8.4 Quarrying Unemployment rates in Shellharbour and Wollongong LGAs have both traditionally been high compared with New South Wales, with little diversity in the economy. Quarrying provides an alternative industry of employment, as well as an economic resource of some importance.

The proposed route of the project would directly affect the two quarries in the Study Area which have current approvals for quarrying for the next 20 years. Both would involve some direct partial land impacts. One quarry would require its access reconfigured; and the other would be impacted along its northern edge to the extent of 9.3 per cent of the land parcel. However it is understood

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that in neither case would this affect existing quarry operations. This is important given the regional importance of the resource.

Roads and Maritime Services has recognised the importance of quarrying under the preferred option by allowing for all quarry trucks to move between the quarries and the Oak Flats Interchange using the new East West Link. The preferred option would eliminate the possibility of trucks using any other roads apart from Croome Road to head north. Quarry trucks would continue to be prohibited from using Croome Road after the motorway is opened.

There would consequently not be anticipated to be any substantial social or economic impact on quarrying in the area.

4.8.5 Employment Impacts The size and composition of the construction workforce would vary over the construction period depending on the activities carried out and the staging strategy.

The core workforce would comprise a range of professional staff, supervisors and tradesmen who would typically be sourced from within the construction contractor’s own organisation. Some of the workforce could be sourced from the local area and would include a wide range of subcontractors and suppliers.

The estimated total workforce to be employed over the course of the project would be about 400 personnel. The workforce excludes part-time, off-site workers and delivery truck drivers.

An economic analysis of the project and its contribution to the economy has been carried out in Chapter 3 of the EIS. The community profile identified that median individual, family and household incomes in Shellharbour LGA are all below that of New South Wales and unemployment is higher. The multiplier effects on the local employment would act to stimulate local jobs and local businesses. This may be able to be increased by the use of local buy policies and initiatives.

4.9 Impacts on the wider community The Princes Highway is the main north–south transport corridor linking Sydney and Wollongong to the NSW South Coast and north-eastern Victoria. The highway is an important commuter, freight, bus and tourist route for the South Coast. The motorway would complete the ’missing link‘ for a high standard road between Sydney and Bomaderry, providing more consistent driving conditions for the general public.

The Traffic and Transport Assessment Report identified that the Albion Park Rail bypass project would at year of opening provide motorists with shorter trips, saving about 3 minutes on a northbound journey from Oak Flats to Yallah in the morning peak, and 1.5 minutes on a southbound journey from Yallah to Oak Flats in the afternoon peak. By 2041, the travel time savings with the project (as compared to a scenario without the project) would increase to 12 minutes on a northbound journey from Oak Flats to Yallah in the morning peak, and 10 minutes for a southbound journey in the afternoon peak. When the project was complete, the motorway would lower travel times by 65 per cent from 18 minutes to 6 minutes in the morning peak and bypass six sets of traffic lights.

These would be substantial social and economic benefits to the travelling public. Technical Paper 1 – Traffic and Transport identified that the project would provide the following safety benefits, which would translate into economic benefits:

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 An estimated 59 fewer crashes on the section of the Princes Highway between Yallah and Oak Flats  Reduced traffic volumes on Tongarra Road, which would have similar road safety benefits to the Princes Highway  The project would attract a large proportion of through traffic from the Calderwood area travelling south. This would reduced the number of crashes on Tongarra Road and the Princes Highway.

The project would also reduce the total vehicle hours travelled by 28 per cent by 2041.

Improved reliability of journeys through greater flood immunity would be a further substantial benefit to the wider community. Roads and Maritime Services has identified flooding causes the full closure of the Princes Highway and Illawarra Highway for an average of 0.5 and 4.5 days a year, respectively. The motorway would result in a significant improvement over existing conditions by providing flood free access/egress during an event, including for emergency services. This represents a very considerable benefit to the travelling public, the freight industry, business and commercial industries, agricultural industries, quarrying, tourism and to local residents.

The full strategic justification and project need for the project is outlined in Section 3 of the EIS. The traffic implications of ‘Doing Nothing‘ are outlined in the Traffic and Transport Assessment Report. Based on the predicted growth from 2014 to 2041, the traffic volumes on the Princes Highway at Macquarie Rivulet Bridge over the 27-year period would increase from around 59,000 vehicles per day (current) to 72,000 vehicles per day (2041), the level of service would drop to F and road conditions would create an impediment to economic development in the region. The Princes Highway would be highly congested and there would be increased delays and queuing along the highway between Yallah and Oaks Flat. Additionally, turning and cross movements at key intersections would be more than double those of today creating unacceptable local traffic delays.

Travel times on the existing route would substantially increase to 18 minutes (from 9 minutes at present) in the northbound peak and 17 minutes (from 7.5 minutes at present) in the southbound peak direction. This would be detrimental to tourism, business and industry. The efficiency of freight would decline with increased travel times. Local amenity and access at Albion Park Rail would also continue to decline due to increased traffic, as would other road related impacts such as noise and localised air quality.

The negative social impacts on the wider community of ’Doing Nothing‘ are considered to be high and the social benefits of the project are considered substantial and long lasting.

4.10 Construction Impacts The Project Description in Chapter 5 identifies construction of the project is anticipated to start by early 2019. The design of the project has carefully considered the requirement to minimise impact on existing traffic, enable safe construction access and egress, and minimise the duration of construction. A full description of construction work and staging is provided in Chapter 5.

4.10.1 Land Use The land use impacts of the project during construction are outlined in Chapter 15. The assessment identified that construction of the project would result in some temporary access changes to a number of properties, as well as the use of some portions of properties for ancillary

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site locations. Alternate access arrangements would be provided to properties with affected access as required during construction.

Minor social impacts would accrue from temporary disruption and change. Where temporary access changes are required, access arrangements would be discussed and implemented with early notification to affected communities and businesses. This should help to minimise concern and worry among residents, It may result in some inconvenience for a short period of time.

A number of locations have been identified for temporary ancillary sites, including material stockpiles, bridge construction support and double handling laydowns. Many of these are located in areas distant from residential or business uses, reducing possible amenity effects. The implementation of environmental management measures where necessary would help to mitigate any potential effects. Ancillary sites that are in rural areas or visible to the community are likely to cause some visual impacts in that they appear out of place in the environment. This is discussed further in Technical Working Paper 10, Landscape Character and Visual Amenity,

4.10.2 Community Movement and Interaction Technical Working Paper 1, Traffic and Transport, determined that the construction activities associated with the project would have minimal impacts on the road network with only minor impact to traffic operation on the Princes Highway, Illawarra Highway and Tongarra Road. Construction methods and staging for the project would minimise road closures, subject to other project constraints, and allow staged construction so disruption to the existing traffic would be maintained within acceptable levels and local delays and inconvenience should be minimised.

The project would not result in any long-term temporary closures of existing roads. However, construction may require a number of short-term traffic management measures that effectively close sections of local roads for short periods. These temporary road closures would occur outside of peak hours and after approval of the construction contractor’s traffic management plan and relevant traffic control plans. Access to properties would be maintained for the full duration of the work, minimising personal inconvenience.

There would be no impact on pedestrian or cycling paths during construction except at Croom Regional Sporting Complex, and the only impact on public transport would be some experience of temporary traffic control measures for bus routes on the Princes Highway and Tongarra and Croome Roads. Hence movement of local residents around the Study Area by other modes of transport should not be negatively impacted by construction.

Haulage of fill generated by the earthworks would largely be within the construction footprint, and would not contribute to traffic volumes on existing roads. Temporary haulage roads located within the project boundary would be built to haul material from material sources to work sites. The largest contributions to additional vehicle movements on the existing road network would occur on surrounding access to construction compound areas and on the roads linking quarries to the construction access points.

However Technical Working Paper 1, Traffic and Transport, estimated construction activities would generate a negligible volume of construction traffic - less than a 3 per cent increase in total daily volume for all roads used. This would consequently not be likely to be perceived by local residents as an unacceptable increase in construction or heavy vehicle traffic, and is unlikely to be considered threatening or dangerous.

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The staged construction method and traffic management measures would minimise inconvenience to both local residents and the general travelling public and other road users. The construction of a large part of Stage 1 in greenfield areas would enable construction to proceed without the likelihood of traffic or amenity impacts on residential or business areas. The management of construction in agricultural areas, particularly relating to dairying operations would be complex and a management plan would be developed by Roads and Maritime Services in consultation with the dairy farmers.

The main project site office and compound would be expected to be on the corner of the Princes and Illawarra highways. Existing buildings at this site may be used. Up to 100 personnel could be based at this location for the project duration. Access would be from the Illawarra Highway (Terry Street) via an existing driveway. The site appears well selected from a social perspective in that it would be reasonably well separated from sensitive land uses.

Overall, the attitude of many local residents and businesses is that the project needs to be built urgently. Progress toward resolving the congestion, delays and road conditions which they currently experience would be likely, on the whole, to be perceived as a positive move. This may outweigh temporary inconvenience and disruption.

4.10.3 Local identity and character Construction activities would introduce new facilities, vehicles and workers into the area which may temporarily act to change the perception of the district as having a quiet, rural lifestyle. They may lead to the perception of a busier, industrious area. This would be particularly incongruent in rural areas.

These changes would be temporary and in the case of many members of the community, would be seen to provide evidence that the congestion and issues associated with the existing highway would finally be resolved.

4.10.4 Community cohesion During construction existing linkages between communities would be maintained. No social impact on community cohesion is seen as a result of construction.

4.10.5 Croom Regional Sporting Complex Construction impacts on Croom Regional Sporting Complex could arise from either works affecting the reconfiguration of the sporting uses; or from the construction of the motorway itself.

It is the objective of Roads and Maritime to relocate all affected user groups before construction of the motorway begins. A staging plan would be developed to minimise impacts on those sporting groups directly impacted. This would result in the least possible disruption, inconvenience and amenity impacts on user groups.

There would nevertheless be impacts arising from the location of one ancillary works site in the complex to the south of the netball courts, and one to the north of the existing cricket oval. These would be prominent features in an otherwise rural setting which may be seen to downgrade the atmosphere and appearance of the complex. There would be a third ancillary site opposite the stadium across Croome Road. Effects from these would be temporary however.

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Following the completion of works on the recreation facilities, during the construction of the, works would be more confined to the limit of works for the motorway and associated infrrastructure. Technical Working Paper 10, Landscape Character and Visual Amenity, and Chapters 12 and 18 of the EIS assess the impact of these construction works.

Users would be expected to experience some feelings of dislocation during the construction of the motorway and changes associated with it, and potentially some inconvenience. However by this time it would be anticipated that all affected user groups would be enjoying their new facilities, and all users would gradually become accustomed to the new surroundings.

There would be some disruption to pedestrian and cycling facilities during construction (see Technical Working Paper 1, Traffic and Transport, which may be inconvenient for users. There may be some minor delays during construction of the new traffic entry arrangements.

4.10.6 Amenity Impacts on amenity within the Study Area during construction could arise from:

 Noise  Vibration  Dust and  Changes in visual appearance in residential areas, commercial areas and social infrastructure located near to construction works and ancillary sites. The effects of construction on noise and vibration, and air quality are detailed in Chapters 12 and 18 respectively. Changes to the visual environment are detailed in Chapter 14.

Some locations were predicted to be highly noise affected during construction, particularly areas immediately adjacent to the project, including:

 Residential areas at Mount Brown  Rural residential areas in Larkins Lane  Some areas of Albion Park Rail both east and west of the north/south airport runway  Rural residential properties along the Illawarra Highway  Residential areas of Albion Park overlooking the project  Close residences in the Oak Street and Jarrah Way areas  A rural property east of Croome Road.

A number of construction and mitigation measures have been identified to reduce annoyance and disturbance that this might cause. Some work might occur outside standard work hours. Noise and lighting from night works could affect evening enjoyment or leisure activities (such as watching television) for some residents closest to the construction activities.

The noise assessment (Chapter 12) found that there would be generally a low to negligible risk of structural damage across the project, with the exception of a commercial property in Albion Park where the works would be within 6 metres of the building. Vibration may cause some annoyance and disturbance for a short period of time.

Extended construction hours would apply across the project. Targeted consultation would be carried out with affected residents. However it is not proposed to undertake work during extended working hours in close proximity to the Albion Park Rail or Albion Park townships. Extended

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construction hours are considered to be in the public interest in that they would shorten the overall construction period and potentially reduce the overall cost of construction.

Areas that may affected by dust during construction include:

 Residential areas at Haywards Bay and Mount Brown  Rural residential areas in Larkins Lane  Albion Park town centre and nearby residences in the Tongarra Road and Terry Road areas  Close residences in the Oak Street and Jarrah Way areas and  Some commercial uses along the existing highway (Yallah, northern Albion Park Rail and Oak Flats).

There was a risk identified that Croom Regional Sporting Complex and the Albion Park Public School might experience some occasional dust impacts during construction. These areas may be affected by levels of dust which could cause annoyance and a need for increased cleaning to properties. Car yards in the Oak Flats area would be particularly vulnerable to dust impacts requiring increased expense and time spent in washing vehicles. Risks to human health were determined to be low.

Overall, construction dust was considered unlikely to represent a serious ongoing problem. Any effects would be temporary and relatively short-lived, and would only arise during dry weather with the wind blowing in the right direction.

Changes to landscape character and visual amenity during construction are assessed in Chapter 14. Areas which would be affected on operation appear generally likely to be more visually affected during construction because of clearing and scarring of the landscape. The assessment found that impacts in most areas would be reduced over time as new pasture, landscaping and plantings establish and mature. Areas which would bear these impacts are commonly those that would experience other construction impacts.

Overall, some loss of amenity would be experienced in areas close to construction sites during construction which could cause temporary loss of amenity, inconvenience and annoyance. The implementation of environmental management measures at construction sites and ancillary sites would help to manage potential noise and dust impacts for surrounding areas.

4.10.7 Impacts on businesses during construction The Technical Working Paper 1, Traffic and Transport, has determined the construction activities associated with the project would have minimal impacts on the road network with only minor impact to traffic operation on the Princes Highway, Illawarra Highway and Tongarra Road. Construction methods and staging for the project would minimise road closures, subject to other project constraints, and allow staged construction so disruption to the existing traffic would be maintained within acceptable levels. The contractor would be required to develop a traffic management plan as part of the construction environmental management plan, as required for proposed major work that would impact on existing traffic arrangements. It could be anticipated that businesses in the industrial area near Hayward Bay may experience minor disruption and noise impacts during the construction period. Inconvenience and disruption could occur to businesses in the Durgadin Drive/Shaban Street and the Shandan Circuit sub-precincts while customers and suppliers became accustomed to road closures. This would need to be considered in the traffic management plan and adequate publicity

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given to changes so businesses are not affected. The ability to travel easily in both directions along the Princes Highway is important to the varied users of this business park.

Overall, the impact of the construction of the project on retail, commercial and industrial businesses would be anticipated to be minor and appropriate management plans would be applied to mitigate the impact. There may be minor impacts on tourism as tourists became accustomed to the new route. There may be some delay in tourism benefits accruing to Albion Park while tourists find their way to this destination.

The impact of construction activities on quarrying and agricultural businesses, and particularly on dairying, would be complex and subject to appropriate management plans and ongoing consultation.

4.10.8 Impacts on the wider community The travelling public may experience some disruption and minor delays during the construction period. However generally these would be anticipated with major construction works. The prospect of overcoming of the major delays experienced at the present time through Albion Park Rail would be expected to outweigh temporary inconvenience felt.

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5. Development of Mitigation Measures

Roads and Maritime has committed to undertaking a number of actions to respond to the socio­ economic impacts identified, so that negative impacts are offset and positive benefits are enhanced. These have been developed in accordance with Roads and Maritime principles for the management of projects:

 Avoiding or minimising impacts on amenity, health, and access and connectivity for local and regional communities  Avoiding or minimising impacts on social infrastructure  Avoiding or minimising impacts on industry and local businesses  Ensuring local communities, including residents, business owners and managers of community facilities are informed about the project’s construction and operation.

5.1 Community Engagement Roads and Maritime commits to preparing a Community Involvement Framework to guide community engagement during the project’s construction phase. This would address, but not be limited to:

 Consultation purpose and objectives  Communications tools, including a free to call, 24 hour contact phone number, community update newsletters, and targeted community information sessions  Monitoring and evaluation framework  Stakeholder analysis, to provide details on all stakeholders and indicative tools for engaging with these stakeholders  Procedures for gathering, managing and using feedback provided by stakeholders  Identification of specific issues, communications and management strategies for:

o Traffic management (including property access, pedestrian access) o Social and business impacts o Landscaping / urban design matters o Construction programming and activities, including extended working hours and out of hours work o Noise and vibration mitigation and management.  Enquiries and complaints handling framework, consistent with ISO 10002 (formerly AS 4269 Complaints Handling).

5.2 Detailed Design and Pre-Construction Activities Roads and Maritime commits to the following:

 Property acquisitions would be carried out in accordance with the (NSW) Property Acquisition (Just Terms Compensation) Act 1991  On-going communication and consultation would be undertaken with property owners about the property acquisition process  Response would be provided to community input received during the EIS display process within the detailed design of the project.

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 Ongoing communication would be undertaken with local businesses (including agricultural enterprises) to minimise uncertainty about property acquisitions and impacts on business operations  Management measures would be developed to minimise impacts on dairying operations, in consultation with industry, as part of the construction and operational environmental management. Impacts on dairy land should be minimised as far as practicable during detailed design  The detailed design would minimise visual impacts and demonstrate integration of urban design principles and objectives adopted for the project. Detailed design of structural elements, including noise barriers, bridges, retaining walls and retaining walls finishes, would be in accordance with Beyond the Pavement, Urban Design Policy, Procedure and Design Principles (Roads and Maritime Services, 2013) and the associated design guidelines  The design of noise walls would, where feasible, consider finishes and materials that are sympathetic to the local environment.

5.3 Construction The following strategies would be used to manage potential socio-economic impacts during construction.

5.3.1 Land Use Roads and Maritime commits to the following:

 Property access would be maintained or alternative arrangements made in consultation with the affected landowners or tenants. 5.3.2 Community movement and interaction Roads and Maritime commits to the following:

 A traffic management plan would be prepared (in accordance with Roads and Maritime Services, QA Specification G10 Traffic Management, 2015) including:

o Traffic Control Plans showing the access arrangements to ancillary sites and the location of required signs and devices o Pedestrian and cyclist management plan where necessary o Hours of operation, including prohibitions on queuing outside sites prior to commencement of work o Road safety audit requirements o Any localised improvements/adjustments to existing traffic management arrangements o Ongoing communication with local communities, particularly when temporary access changes are required.  Where existing access for pedestrians and cyclists would be disrupted during construction, alternative arrangements would be made where reasonable and feasible. Where it is not possible to maintain existing access during construction, affected user groups would be notified.

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5.3.3 Local identity and character Roads and Maritime commits to the following:

 The detailed design and construction planning would demonstrate that it has sought to minimise the extent of vegetation clearing within the project boundary  The detailed design of the Green Meadows basin would demonstrate that the footprint and visual impacts have been minimised  Vegetation along creeks and rivulets throughout the project area and adjacent areas would be enhanced to screen views to the project.

5.3.4 Recreation Roads and Maritime commits to the following:

 The detailed design for the reconfiguration of the Croom Regional Sporting Complex, including a staging plan, would be developed in consultation with Shellharbour City Council and the Sporting Complex user groups. Where existing access for vehicles, pedestrians or cyclists would be disrupted during construction, alternative arrangements would be made  Darcy Dunster Reserve would be rehabilitated following construction and any offsets for the site discussed in consultation with Shellharbour City Council. The design process for Darcy Dunster Reserve should incorporate CPTED design principles to improve the safety of this park.

5.3.5 Amenity Roads and Maritime commits to the following:

 Early and on-going consultation and communication would be carried out in accordance with the draft Community Involvement Framework, with residents and local communities potentially impacted by construction works about specific construction activities, including timing, duration and likely impacts. This would be particularly important where works are proposed at night and weekends, outside of standard daytime construction hours.  A Construction Noise and Vibration Management Plan would be prepared for the project, to provide details of the noise and vibration management measures and procedures to be carried out during construction to minimise and manage noise impacts on receivers. The Plan would include, but not be limited to:

o The purpose and objectives of the Plan o The location of sensitive receivers, including structures that may be vulnerable to vibration impacts o Noise and vibration monitoring and reporting requirements o Specific mitigation treatments, management methods and procedures to be implemented to control noise and vibration during construction o Construction timetabling to minimise noise impacts, including time and duration restrictions, respite periods and frequency

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o Procedures for notifying residents, businesses and sensitive receivers of construction activities likely to affect their amenity through noise and vibration, including for extended working hours and out of hours work o Contingency procedures to be implemented in the event of non-compliances and / or noise complaints.  The Construction Environmental Management Plan would include a strategy to manage air quality during construction. It would include, but not be limited to:

o Air quality and dust management objectives o Potential sources and impacts of dust, identifying all dust-sensitive receptors o Mitigation measures to minimise dust impacts, including but not limited to those listed in Technical Working Paper 13, Air Quality o A monitoring program to assess compliance with the identified objectives o Contingency plans to be implemented in the event of non-compliances and/or complaints about dust o Construction programming would demonstrate how progressive rehabilitation of disturbed areas would be undertaken to minimise soils exposure and the potential for dust generation, erosion and sedimentation, and visual impacts.  Landscaping would be in accordance with the Landscape Management Plan prepared for the project. The Landscape Management Plan would build on the findings of Technical Working Paper 10, Landscape Character and Visual Amenity, and would include, but not be limited to:

o Detailed set out, planting and species guides o Consideration of opportunities for feature planting o Monitoring and maintenance requirements o Consideration of the operational airspace requirements of the Illawarra Regional Airport and the biodiversity offsetting requirements (including for aquatic habitat) o Where there is sufficient space, operational water quality devices would be designed with consideration of visual impacts, such as by avoiding the use of fencing where it may block views.  The design of temporary lighting would avoid unnecessary light spill on adjacent residents and sensitive receivers (eg nocturnal fauna).

5.3.6 Business and economic activity Roads and Maritime commits to the following:

 Ongoing communication would be undertaken with local businesses (including agricultural enterprises) to minimise impacts on business operations. This consultation would identify appropriate measures to manage potential impacts in specific locations, such as businesses potentially affected by changes to Durgadin Drive. Communications would provide as much warning as possible to businesses as to what is happening and when, so they may make plans to adapt their businesses operations  Access to existing businesses would be provided on a continuous basis throughout the construction of the project

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 The Traffic Management Plan would include a signage strategy (consistent with Roads and Maritime policy) to provide guidance to passing patrons on access to shops, services and businesses during construction  Tourist signage would be provided along the project route in accordance with the Roads and Maritime Services guidelines Tourist Signposting (2012) to provide guidance to passing patrons on access to shops and services  Communication with residents of the Illawarra region, through appropriate media, about changed access arrangements to business locations, such as the Central Business Park  The procurement strategy developed for the construction phase would demonstrate value for money and that it has considered opportunities to procure goods and services from local suppliers. A Resource and Waste Management Plan would be prepared to identify the hierarchy for sourcing and the use of resources in accordance with New South Wales Procurement Policy Framework, 2014.

5.3.7 Impacts on the wider community Roads and Maritime commits to the following:  Communication with residents of the Illawarra region, through appropriate media, about changed access arrangements.

5.4 Operation The following strategies would be used to manage potential socio-economic impacts during operation.

5.4.1 Amenity Roads and Maritime commits to the following:

 Where required, establish noise attenuation measures as identified in the Construction Noise and Vibration Management Plan to reduce traffic noise for nearby residents and communities  Where required, provide landscaping of the motorway in accordance with the Landscape Management Plan, to reduce the visual impacts of the project for residents and communities  The detailed design of lighting for the project would demonstrate it has considered impacts on nearby residences or sensitive receivers.

5.4.2 Access and connectivity Roads and Maritime commits to the following:

 Tourist signage would be provided along the project route in accordance with the Roads and Maritime guideline Tourist Signposting (2012) to provide guidance to passing patrons on access to shops and services.  Communication would occur through appropriate media, about changed access arrangements to business locations, such as the Central Business Park.

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5.5 Potential Opportunities for Other Stakeholders The project provides an opportunity to more broadly improve the socio-economic situation of the Albion Park Rail community. Areas in which Roads and Maritime can assist in this are as outlined above. However, maximising the benefits which could arise from the project requires the actions of a range of stakeholders, the most influential of which is Council. Research studies have identified that communities and business districts that have a strong identity as a destination for local shoppers are the ones most likely to be strengthened due to the reduction in traffic delays through their centres (Leong and Weisbrod, 2000). Albion Park Rail lacks such an identity and cohesion, however the removal of through-traffic presents an opportunity for its development. It is understood that Council has previously considered the preparation of a Village Master Plan for Albion Park Rail, similar to that adopted by Council in April 2014 for the Albion Park Town Centre. Should Council decide to proceed to prepare such a plan, it could leverage:

 The increased liveability and desirability of the area generated by lower traffic levels  Proximity to a train station and neighbourhood shops  Better connectivity across the highway  Potential adaptive reuse of disused railway buildings for commercial and community uses to create a much needed hub for social interaction  Improved pedestrian connections to the railway station (or a relocated station)  to increase population or workforce densities, better define the centre, and in turn support and develop the retail environment as a neighbourhood centre not dependent on passing trade.

This plan might also examine other development initiatives such as public art, placemaking and activity generators such as weekend markets.

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Technical Working Papers

Technical Working Paper 1: Hyder Cardno Joint Venture, 2015, Traffic and Transport Assessment Report

Technical Working Paper 8: Renzo Tonin & Associates, 2015, Noise and Vibration Assessment

Technical Working Paper 10: Spackman, Mossop and Michaels, 2015, Landscape Character and Visual Amenity

Technical Working Paper 13: Pacific Environment, 2015, Air Quality Assessment

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APPENDICES

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Appendix 1: Demographic Summary Table

Born in Non-English Speaking Country: Persons born in places other than Australia, Canada, Ireland, New Zealand, South Africa, United Kingdom and United States of America.

Albion Park Rail Shellharbour Oak Haywards Bay Location Albion Park SSC Dunmore SSC Shellharbour LGA Wollongong LGA NSW SSC Flats SA2 SCC ABS Geography / Code Population Summary Total Population (Place of Usual Residence) 7,003 12,872 264 9,489 693 63,605 192,418 6,917,658 Age Summary 0-4 years 490 7.0% 988 7.7% 9 3.4% 542 5.7% 69 10.0% 4,299 6.8% 12,077 6.3% 458,735 6.6% 5-9 years 465 6.6% 1,000 7.8% 8 3.0% 569 6.0% 50 7.2% 4,465 7.0% 11,668 6.1% 434,608 6.3% 10-14 years 508 7.3% 1,133 8.8% 21 8.0% 702 7.4% 55 7.9% 4,799 7.5% 11,924 6.2% 439,169 6.3% 15-19 years 535 7.6% 1,086 8.4% 27 10.2% 660 7.0% 37 5.3% 4,804 7.6% 12,826 6.7% 443,417 6.4% 20-24 years 455 6.5% 761 5.9% 14 5.3% 611 6.4% 45 6.5% 3,751 5.9% 14,436 7.5% 449,686 6.5% 25-29 years 425 6.1% 812 6.3% 6 2.3% 558 5.9% 37 5.3% 3,615 5.7% 12,462 6.5% 473,161 6.8% 30-34 years 394 5.6% 831 6.5% 12 4.5% 500 5.3% 62 8.9% 3,626 5.7% 11,744 6.1% 468,337 6.8% 35-39 years 439 6.3% 990 7.7% 14 5.3% 612 6.4% 52 7.5% 4,398 6.9% 12,874 6.7% 488,125 7.1% 40-44 years 417 6.0% 986 7.7% 15 5.7% 633 6.7% 47 6.8% 4,385 6.9% 12,751 6.6% 483,501 7.0% 45-49 years 492 7.0% 1,021 7.9% 29 11.0% 719 7.6% 47 6.8% 4,726 7.4% 13,257 6.9% 481,430 7.0% 50-54 years 483 6.9% 841 6.5% 22 8.3% 738 7.8% 47 6.8% 4,382 6.9% 12,982 6.7% 469,024 6.8% 55-59 years 451 6.4% 647 5.0% 28 10.6% 650 6.9% 42 6.1% 3,781 5.9% 11,378 5.9% 419,612 6.1% 60-64 years 419 6.0% 514 4.0% 21 8.0% 579 6.1% 40 5.8% 3,494 5.5% 10,567 5.5% 390,676 5.6% 65-69 years 301 4.3% 346 2.7% 10 3.8% 411 4.3% 29 4.2% 2,814 4.4% 8,631 4.5% 304,328 4.4% 70-74 years 230 3.3% 299 2.3% 12 4.5% 382 4.0% 21 3.0% 2,313 3.6% 7,377 3.8% 237,364 3.4% 75-79 years 170 2.4% 232 1.8% 6 2.3% 284 3.0% 10 1.4% 1,716 2.7% 6,224 3.2% 186,030 2.7% 80-84 years 151 2.2% 215 1.7% 5 1.9% 211 2.2% 3 0.4% 1,320 2.1% 4,972 2.6% 150,726 2.2% 85+ years 177 2.5% 169 1.3% 6 2.3% 129 1.4% 0 0.0% 917 1.4% 4,268 2.2% 139,731 2.0% Total 7,002 100.0% 12,871 100.0% 265 100.4% 9,490 100.0% 693 100.0% 63,605 100.0% 192,418 100.0% 6,917,660 100.0% Median Age Median Age 37.0 33.0 45.0 39.0 34.0 37.0 38.0 38.0 Aboriginal and TSI Summary Aboriginal and TS Islanders 291 4.2% 272 2.1% 0 0.0% 232 2.4% 9 1.3% 1,929 3.0% 4,228 2.2% 172,621 2.5% Cultural Diversity Born overseas 1137 16.2% 1696 13.2% 41 15.5% 1935 20.4% 96 13.9% 11302 17.8% 41938 21.8% 1778550 25.7% Born in Non-English Speaking Country 492 7.0% 710 5.5% 28 10.6% 1,140 12.0% 54 7.8% 6,024 9.5% 27,478 14.3% 1,288,852 18.6% Spoke English not well or not at all 48 4.2% 54 3.2% 6 15.8% 158 8.2% 3 3.0% 841 7.4% 5,047 12.0% 218,146 12.3% Needs Assistance Needs Assistance (Total Population) 521 7.4% 604 4.7% 8 3.0% 543 5.7% 27 3.9% 3,728 5.9% 11,199 5.8% 338,362 4.9% Needs Assistance (55+) 375 19.8% 365 15.1% 8 9.1% 350 13.2% 15 10.5% 2,451 15.0% 7,984 14.9% 233,329 12.8% Mobility Other Address 12 months ago 810 11.7% 1,426 11.2% 14 5.4% 1,028 10.9% 157 23.1% 7,506 11.9% 24,472 12.9% 946,005 13.9% Other Address 5 years ago 1,886 29.0% 4,048 34.1% 38 14.8% 2,643 29.5% 500 80.1% 19,354 32.6% 60,745 33.7% 2,380,678 36.9% Labour Force Summary Unemployed People 259 356 6 288 15 1,984 6,196 196,525 Total Workforce 3,214 6,512 142 4,627 359 29,395 89,048 3,334,856 Unemployment Rate (Workforce) 8.1% 5.5% 4.2% 6.2% 4.2% 6.7% 7.0% 5.9% Employment Rate (Total Population > 15 years) 53% 63% 61% 57% 66% 55% 53% 56% Participation Rate (Total Population > 15 years) 58% 67% 64% 60% 69% 59% 57% 60% Employment Rate Men (Men > 15 years) 61% 70% 65% 63% 71% 61% 58% 62% Employment Rate Women (Women > 15 years) 46% 57% 58% 51% 62% 49% 48% 51%

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Albion Park Rail Shellharbour Oak Haywards Bay Location Albion Park SSC Dunmore SSC Shellharbour LGA Wollongong LGA NSW SSC Flats SA2 SCC ABS Geography / Code Income Summary Median Individual Income (weekly) $466 $556 $522 $482 $711 $479 $489 $561 Median Family Income (weekly) $1,208 $1,607 $1,781 $1,367 $1,885 $1,346 $1,426 $1,477 Median Household Income (weekly) $1,028 $1,483 $1,483 $1,129 $1,807 $1,126 $1,101 $1,237 Household Income Summary Household Income < $500/wk 467 19.0% 503 12.3% 14 14.4% 646 18.5% 14 6.8% 4,131 18.4% 14,731 20.5% 419,605 17.0% Household Income >= $500/wk < $800/wk 388 15.8% 450 11.0% 8 8.2% 508 14.5% 15 7.2% 3,282 14.6% 10,097 14.1% 322,534 13.1% Household Income >= $800/wk < $2,000/wk 925 37.6% 1,557 37.9% 30 30.9% 1,219 34.8% 83 40.1% 7,770 34.6% 22,757 31.7% 811,398 32.8% Household Income >= $2,000/wk 432 17.6% 1,174 28.6% 27 27.8% 775 22.1% 79 38.2% 4,926 22.0% 16,949 23.6% 659,455 26.7% Income partially stated or not stated 248 10.1% 419 10.2% 18 18.6% 351 10.0% 16 7.7% 2,327 10.4% 7,231 10.1% 258,303 10.5% TOTAL (Private Occupied Dwellings) 2,460 100.0% 4,103 100.0% 97 100.0% 3,499 100.0% 207 100.0% 22,436 100.0% 71,765 100.0% 2,471,295 100.0% Highest Level of Schooling Year 11 or 12 1,774 33.6% 3,729 40.7% 78 37.5% 2,877 39.4% 225 45.2% 17,989 37.9% 72,422 48.2% 2,898,748 54.2% Year 10 2,090 39.6% 3,664 40.0% 68 32.7% 2,700 36.9% 195 39.2% 17,691 37.3% 42,192 28.1% 1,278,047 23.9% TOTAL (15+ no longer at school) 5,280 100.0% 9,165 100.0% 208 100.0% 7,308 100.0% 498 100.0% 47,482 100.0% 150,134 100.0% 5,344,114 100.0% Non-School Qualification Post-graduate level qualification 50 0.9% 202 2.2% 9 4.3% 151 2.1% 18 3.6% 949 2.0% 8,474 5.6% 321,468 6.0% Bachelor level qualification 253 4.8% 678 7.4% 12 5.8% 454 6.2% 43 8.6% 3,130 6.6% 17,874 11.9% 787,336 14.7% Diploma or Advanced Diploma 333 6.3% 773 8.4% 21 10.1% 575 7.9% 62 12.4% 3,506 7.4% 12,424 8.3% 462,059 8.6% Certificate 1,464 27.7% 2,706 29.5% 47 22.6% 2,003 27.4% 148 29.7% 12,654 26.7% 32,682 21.8% 986,704 18.5% Certificate III or IV 1,260 23.9% 2,330 25.4% 38 18.3% 1,719 23.5% 134 26.9% 10,825 22.8% 27,664 18.4% 819,781 15.3% Certificate I or II 79 1.5% 160 1.7% 6 2.9% 117 1.6% 11 2.2% 757 1.6% 2,118 1.4% 68,972 1.3% TOTAL (15+ no longer at school) 5,280 100.0% 9,165 100.0% 208 100.0% 7,308 100.0% 498 100.0% 47,482 100.0% 150,134 100.0% 5,344,114 100.0% Occupation Managers 225 7.6% 571 9.3% 23 16.1% 360 8.3% 48 13.9% 2,433 8.9% 8,227 9.9% 418,333 13.3% Professionals 296 10.0% 847 13.8% 26 18.2% 592 13.6% 57 16.5% 3,741 13.6% 18,599 22.4% 713,547 22.7% Technicians and trades workers 550 18.6% 1,076 17.5% 22 15.4% 754 17.4% 65 18.8% 4,821 17.6% 12,665 15.3% 414,669 13.2% Community and personal service workers 364 12.3% 727 11.8% 7 4.9% 499 11.5% 40 11.6% 3,167 11.6% 9,495 11.5% 297,668 9.5% Clerical and administrative workers 407 13.8% 967 15.7% 24 16.8% 631 14.5% 51 14.7% 3,943 14.4% 11,804 14.2% 473,140 15.1% Sales workers 335 11.3% 657 10.7% 10 7.0% 507 11.7% 37 10.7% 3,090 11.3% 7,423 9.0% 290,497 9.3% Machniery operators and drivers 365 12.3% 634 10.3% 10 7.0% 417 9.6% 19 5.5% 2,762 10.1% 5,937 7.2% 199,438 6.4% Labourers 382 12.9% 593 9.6% 15 10.5% 503 11.6% 20 5.8% 3,017 11.0% 7,343 8.9% 273,129 8.7% TOTAL (15+, employed) 2,956 100.0% 6,152 100.0% 143 100.0% 4,339 100.0% 346 100.0% 27,409 100.0% 82,851 100.0% 3,138,330 100.0% Rent / Mortgage $460.0 Median Weekly Rent $255.00 $310.00 $150.00 $260.00 $250.00 $250.00 $300.00 0 $2,817. Median Monthly Housing Loan Repayment $1,733.00 $1,993.00 $2,167.00 $1,800.00 $1,900.00 $1,950.00 $1,993.00 00 Weekly Rent $0-$149 141 22% 84 13% 6 29% 141 17% 0 0% 1219 21% 5021 23% 130683 18% $150-$274 236 36% 158 24% 7 33% 292 35% 0 0% 1997 34% 7054 33% 178324 24% $275-$349 168 26% 182 27% 0 0% 229 28% 4 18% 1327 22% 4125 19% 122693 17% $350-$549 78 12% 221 33% 3 14% 136 17% 15 68% 1095 19% 3900 18% 204084 27% $550 and over 4 1% 0 0% 0 0% 10 1% 3 14% 67 1% 611 3% 81191 11% TOTAL (Households Renting) 651 100.0% 663 100.0% 21 100.0% 824 100.0% 22 100.0% 5,898 100.0% 21,478 100.0% 743,053 100.0%

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Albion Park Rail Shellharbour Oak Haywards Bay Location Albion Park SSC Dunmore SSC Shellharbour LGA Wollongong LGA NSW SSC Flats SA2 SCC ABS Geography / Code Monthly Housing Loan Repayment $0-$449 47 5% 71 3% 5 16% 75 6% 0 0% 417 5% 1202 5% 49347 6% $450-$799 55 6% 98 4% 0 0% 68 6% 0 0% 445 5% 1087 5% 43175 5% $800-$1,399 209 22% 372 17% 5 16% 250 21% 17 13% 1541 19% 3828 17% 139253 17% $1,400-$2,399 464 50% 987 45% 7 23% 464 39% 24 18% 3471 42% 8565 38% 279838 34% $2,400-$3,999 100 11% 549 25% 8 26% 222 19% 74 56% 1776 21% 5554 25% 195008 24% $4,000 and over 14 2% 42 2% 3 10% 43 4% 12 9% 269 3% 1111 5% 74609 9% TOTAL (Households Purchasing) 929 100% 2,211 100% 31 100% 1,182 100% 132 100% 8,317 100% 22,345 100% 824,294 100% Household Structure Summary Family Households 1,886 76.7% 3,488 85.0% 73 77.7% 2,659 76.0% 197 95.6% 17,416 77.6% 50,154 69.9% 1,777,398 71.9% Lone Person Households 523 21.3% 572 13.9% 18 19.1% 775 22.2% 9 4.4% 4,639 20.7% 18,587 25.9% 599,148 24.2% Group Households 51 2.1% 45 1.1% 3 3.2% 64 1.8% 0 0.0% 381 1.7% 3,025 4.2% 94,750 3.8% TOTAL (Private Occupied Dwellings) 2,460 100.0% 4,105 100.0% 94 100.0% 3,498 100.0% 206 100.0% 22,436 100.0% 71,766 100.0% 2,471,296 100.0% Family Summary Couple family without children 669 34.3% 1,094 30.6% 35 46.1% 952 34.7% 68 34.2% 6,096 34.1% 18,785 36.6% 669,019 36.6% Couple family with children 831 42.7% 1,929 53.9% 35 46.1% 1,261 46.0% 121 60.8% 8,228 46.0% 22,715 44.3% 831,850 45.5% One parent family 430 22.1% 532 14.9% 6 7.9% 493 18.0% 10 5.0% 3,347 18.7% 8,946 17.5% 297,904 16.3% Other family type 18 0.9% 25 0.7% 0 0.0% 34 1.2% 0 0.0% 222 1.2% 814 1.6% 30,780 1.7% TOTAL (Families) 1,948 100.0% 3,580 100.0% 76 100.0% 2,740 100.0% 199 100.0% 17,893 100.0% 51,260 100.0% 1,829,553 100.0% Multi-Family Summary Multi-Family Households (Family Households) 62 3% 92 3% 3 4% 81 3% 2 1% 477 3% 1,106 2% 52,155 3% Family Summary (Estimated for Total

Households) Couple family without children 648 26.3% 1,066 26.0% 34 35.8% 924 26.4% 67 32.7% 5,933 26.4% 18,380 25.6% 649,947 26.3% Couple family with children 805 32.7% 1,879 45.8% 34 35.8% 1,224 35.0% 120 58.1% 8,009 35.7% 22,225 31.0% 808,136 32.7% One parent family 416 16.9% 518 12.6% 6 6.1% 478 13.7% 10 4.8% 3,258 14.5% 8,753 12.2% 289,412 11.7% Other family type 17 0.7% 24 0.6% 0 0.0% 33 0.9% 0 0.0% 216 1.0% 796 1.1% 29,903 1.2% TOTAL (Private Occupied Dwellings) 2,460 76.7% 4,105 85.0% 94 77.7% 3,498 76.0% 206 95.6% 22,436 77.6% 71,766 69.9% 2,471,296 71.9% Tenure Households Owned 781 31.7% 1,146 27.9% 34 37.0% 1,392 39.8% 52 24.8% 7,548 33.6% 25,414 35.4% 820,006 33.2% Households Being Purchased 930 37.8% 2,213 53.9% 31 33.7% 1,181 33.8% 133 63.3% 8,318 37.1% 22,347 31.1% 824,293 33.4% Households Renting 651 26.4% 665 16.2% 23 25.0% 826 23.6% 21 10.0% 5,897 26.3% 21,479 29.9% 743,050 30.1% Households Renting (Real Estate) 285 11.6% 382 9.3% 3 3.3% 463 13.2% 18 8.6% 2,798 12.5% 10,573 14.7% 430,133 17.4% Households Renting (State Housing Authority) 184 7.5% 87 2.1% 0 0.0% 134 3.8% 0 0.0% 1,675 7.5% 5,796 8.1% 108,841 4.4% Households Renting (Person not in household) 155 6.3% 152 3.7% 14 15.2% 188 5.4% 3 1.4% 1,112 5.0% 3,880 5.4% 144,050 5.8% Households Renting (Housing Co-op, 12 0.5% 11 0.3% 0 0.0% 19 0.5% 0 0.0% 85 0.4% 362 0.5% 17,199 0.7% community, church group) Households Renting (Other) 4 0.2% 15 0.4% 3 3.3% 11 0.3% 0 0.0% 136 0.6% 522 0.7% 27,425 1.1% Households Renting (Not Stated) 11 0.4% 18 0.4% 3 3.3% 11 0.3% 0 0.0% 91 0.4% 346 0.5% 15,402 0.6% Total Renting 651 26.4% 665 16.2% 23 25.0% 826 23.6% 21 10.0% 5,897 26.3% 21,479 29.9% 743,050 30.1% Other Tenure Type 38 1.5% 22 0.5% 0 0.0% 11 0.3% 0 0.0% 146 0.7% 589 0.8% 20,418 0.8% Tenure Not Stated 62 2.5% 56 1.4% 4 4.3% 88 2.5% 4 1.9% 527 2.3% 1,934 2.7% 63,529 2.6% TOTAL (Private Occupied Dwellings) 2,462 100.0% 4,102 100.0% 92 100.0% 3,498 100.0% 210 100.0% 22,436 100.0% 71,763 100.0% 2,471,296 100.0% Average Household Size Average Household Size 2.7 3.0 2.7 2.7 3.2 2.7 2.5 2.6 Persons per Bedroom 1.1 1.1 1.0 1.1 1.0 1.1 1.1 1.1

Socio-Economic Impact Assessment - Revision 3 Page 170 Hyder Cardno Joint Venture - ABN 58 300 126 782

Albion Park Rail Shellharbour Oak Haywards Bay Location Albion Park SSC Dunmore SSC Shellharbour LGA Wollongong LGA NSW SSC Flats SA2 SCC ABS Geography / Code Dwelling Summary Separate House (%) 2,023 82.2% 3,563 86.8% 94 100.0% 2,866 81.9% 205 98.6% 18,460 82.3% 51,102 71.3% 1,717,701 69.6% Semi-detached Dwelling (%) 353 14.3% 414 10.1% 0 0.0% 408 11.7% 3 1.4% 2,494 11.1% 8,255 11.5% 263,926 10.7% Semi-detached Dwelling (One Storey) (%) 243 9.9% 341 8.3% 0 0.0% 253 7.2% 0 0.0% 1,527 6.8% 3,806 5.3% 130,936 5.3% Semi-detached Dwelling (> One Storey) (%) 110 4.5% 73 1.8% 0 0.0% 155 4.4% 3 1.4% 967 4.3% 4,449 6.2% 132,990 5.4% Flats, units & apartments (%) 76 3.1% 109 2.7% 0 0.0% 214 6.1% 0 0.0% 1,145 5.1% 11,611 16.2% 465,188 18.8% Flats, units & apartments (1 or 2 Storey block) 76 3.1% 101 2.5% 0 0.0% 188 5.4% 0 0.0% 1,044 4.7% 5,621 7.8% 150,711 6.1% (%) Other Dwelling 9 0.4% 17 0.4% 0 0.0% 10 0.3% 0 0.0% 334 1.5% 745 1.0% 21,141 0.9% TOTAL (Private Occupied Dwellings) 2,461 100.0% 4,103 100.0% 94 100.0% 3,498 100.0% 208 100.0% 22,433 100.0% 71,713 100.0% 2,467,956 100.0% Motor Vehicle Summary No motor vehicles 160 6.5% 137 3.3% 3 3.2% 242 6.9% 3 1.4% 1,584 7.1% 8,201 11.4% 258,152 10.4% One motor vehicle 903 36.7% 1,084 26.4% 18 19.1% 1,229 35.1% 35 16.7% 7,594 33.8% 26,783 37.3% 933,952 37.8% Two motor vehicles 830 33.8% 1,827 44.5% 40 42.6% 1,224 35.0% 116 55.5% 8,403 37.4% 24,315 33.9% 840,655 34.0% Three or more motor vehicles 486 19.8% 974 23.7% 27 28.7% 687 19.6% 55 26.3% 4,134 18.4% 10,058 14.0% 360,076 14.6% Not stated 79 3.2% 81 2.0% 6 6.4% 117 3.3% 0 0.0% 723 3.2% 2,408 3.4% 78,462 3.2% TOTAL (Private Occupied Dwellings) 2,458 100.0% 4,103 100.0% 94 100.0% 3,499 100.0% 209 100.0% 22,438 100.0% 71,765 100.0% 2,471,297 100.0% Travel to Work Car, as driver 2071 83% 4486 87% 89 87% 3004 82% 245 87% 19480 84% 53474 77% 1807359 68% Car, as passenger 181 7% 325 6% 8 8% 257 7% 8 3% 1570 7% 4634 7% 157359 6% Active transport method (included 141 6% 155 3% 0 0% 227 6% 16 6% 1038 4% 7508 11% 517542 20% TOTAL (Employed exc. didn't work, worked at 2,509 100.0% 5,184 100.0% 102 100.0% 3,653 100.0% 282 100.0% 23,094 100.0% 69,245 100.0% 2,647,549 100.0% home, travel method not stated)

Socio-Economic Impact Assessment - Revision 3 Hyder Cardno Joint Venture - ABN 58 300 126 782 Page 171

Appendix 2: Business Impact Assessment report

Socio-Economic Impact Assessment - Revision 3 Page 172 Hyder Cardno Joint Venture - ABN 58 300 126 782

9/5 Boundary Street Rushcutters Bay NSW 2011 Email: [email protected] ABN: 82 161 507 259

Socio-Economic Impact Assessment APPENDIX 2

ALBION PARK RAIL BYPASS

Business Impact Assessment

Prepared for: NSW Roads and Maritime Services

By: Social Impact Strategies Pty Ltd

Job No. 14-001 Final report August 15

Table of Contents

1. INTRODUCTION ...... 3 1.1 The Proposal ...... 3 1.2 Scope ...... 3 1.3 Methodology ...... 4 2. EXISTING BUSINESS ENVIRONMENT ...... 5 2.1 Illawarra’s Hierarchy of Retail Centres ...... 5 2.2 Overview of Businesses in the Study Area ...... 8 2.3 Retail Floorspace within the Study Area ...... 10 2.4 Workforce Profile ...... 11 2.5 Implications ...... 14 3. SHOPPER ORIGINS AND BEHAVIOURS ...... 15 3.1 Introduction ...... 15 3.2 Competing Centres ...... 15 3.2.1 Supermarket-based centres ...... 15 3.2.2 Highway-dependent business ...... 16 3.3 Shopper Origins ...... 17 3.3.1 Number Plate Surveys ...... 17 3.3.2 Shopper Surveys ...... 18 3.4 Shopper Behaviour ...... 23 3.5 Definition of Business Catchments ...... 25 4. BUSINESS IMPACT ASSESSMENT ...... 26 4.1 Consultation with Local Businesses ...... 26 4.2 Scope of potential impacts ...... 26 4.3 Direct loss of businesses from Property Acquisition ...... 26 4.4 Changes to Accessibility ...... 27 4.4.1 Reduction of through traffic ...... 27 4.4.2 Local Access ...... 27 4.5 Impact of Access Changes on Trading Performance...... 30 4.5.1 Albion Park Major Town Centre ...... 30 4.5.2 Albion Park Rail neighbourhood centre ...... 31 4.5.3 Highway-dependent businesses ...... 31 4.5.4 Other types of business premises ...... 32 4.6 Changes to amenity ...... 33 4.7 Impacts during construction ...... 34 5. RECOMMENDATIONS ...... 35 6. REFERENCES ...... 37

Business Impact Assessment Social Impact Strategies Page i

Figures

Figure 1: Main Retail Centres ...... 5 Figure 2: Main Retail Locations within the Study Area ...... 7 Figure 3: Journey to Work data collection areas ...... 12 Figure 4: Location of Supermarkets ...... 16 Figure 5: Vehicle Origin (Numberplate Survey) & Patron Origin (Shopper Survey) for the Creamery Road Retail Strip, Albion Park Rail ...... 20 Figure 6: Vehicle Origin (Numberplate Survey) & Patron Origin (Shopper Survey) for the McDonalds / Oaks Hotel, Albion Park Rail ...... 21 Figure 7: Vehicle Origin (Numberplate Survey) for Woolworths Albion Park...... 22

Tables

Table 1: Number of Businesses within the Study Area ...... 8 Table 2: Number of Businesses by Industry, 2012 ...... 9 Table 3: Estimated Retail Floorspace by Centre and Commodity Type ...... 11 Table 4: SGS Assumed Floorspace per Job Benchmarks ...... 11 Table 5: Employment within Study Area locations (by Industry), 2011 and 2016 (projected) ...... 13 Table 6: Location of respondents who use Aldi Albion Park Rail or Woolworths Albion Park as their main centre for food and groceries ...... 19

Attachments Attachment A: Retail Land Use Survey Attachment B: Number Plate Survey Data Attachment C: Shopper Survey Data

Business Impact Assessment Page ii Social Impact Strategies

1. INTRODUCTION

Roads and Maritime Services New South Wales (Roads and Maritime) is planning for a 9.8 kilometre extension of the Princes Motorway between Yallah and Oaks Flats to bypass Albion Park Rail (the project). Roads and Maritime has commissioned this qualitative business impact assessment (BIA) to consider and assess the potential impacts (both positive and negative) on business in the study area. 1.1 The Proposal The project would complete the ‘missing link’ for a high standard road between Sydney and Bomaderry. It would provide easy access to Dapto, Albion Park and Oak Flats, have two lanes in each direction with median separation and have capacity for additional lanes. It is expected to be signposted at 100 kilometres per hour. The northern end of the motorway would connect to the existing Princes Motorway at Yallah; traversing south and crossing the Macquarie Rivulet west of the existing Princes Highway. South of the Macquarie Rivulet the route would generally follow the existing Illawarra Highway alignment, running to the west of the Illawarra Regional Airport. The route would then continue south between Albion Park and Albion Park Rail, crossing Tongarra Road. In the south, the route would skirt the southern side of the Croom Reserve passing through the north eastern section of the Croom Regional Sporting Complex. The route would then head east following the existing East West Link alignment before connecting into the existing Princes Highway at the Oak Flats Interchange. 1.2 Scope This BIA considers the potential impacts of the project route, specifically any impact which could arise due to the likely change in travel patterns as a result of the proposal. In assessing the potential impacts (both positive and negative) on business, this BIA considers a Study Area which extends along the length of the existing Princes Highway, from Dapto/ Yallah in the north, to the Oak Flats Interchange in the south. It extends to include parts of Oak Flats in the east and the Albion Park town centre to the west of the proposed route. The focus of the business impact assessment is upon retail/ commercial businesses (being those most exposed to changes in travel patterns). This BIA is intended to be read in conjunction with the Socio-Economic Impact Assessment (SEIA) report, which provides greater detail on the socio-economic environment of the Study Area, as well as consideration of potential impacts upon agricultural and extractive businesses, given their presence within the Study Area. This report does not quantify the impacts on the individual businesses or levels of expenditure.

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1.3 Methodology In defining the existing business environment and patterns of business use, the following tasks were carried out:  Analysis of existing studies and data sources, such as those available from Council and the ABS  A survey of land uses and businesses  A survey of vehicles parking at three locations within the Study Area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the Study Area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the Study Area, to understand their businesses, their views on the proposal and the extent of perceived impacts. This information provided the basis for a qualitative assessment of the potential impacts which could arise due to the likely change in travel patterns as a result of the proposal.

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2. EXISTING BUSINESS ENVIRONMENT

2.1 Illawarra’s Hierarchy of Retail Centres As part of the research underpinning the Draft Illawarra Regional Growth and Infrastructure Plan (2014), SGS was commissioned by the NSW Department of Planning and Environment to conduct a review of the retail centres in the Illawarra region. This included determining trends and drivers, identifying capacity and supply blockages, and projecting future requirements for zoned land. The centres identified, an extract of which is presented in Figure 3.2, contain more than 90 per cent of the Illawarra’s retail floor space. Figure 6: Main Retail Centres

Source: SGS (June 2014) Wollongong is the key regional centre for the Illawarra region, providing a full range of higher order services and activities. Wollongong Centre is currently undergoing revitalisation with the redevelopment of the Crown Street Mall and the West Keira retail development. Wollongong Central is an indoor mall which contains a range of key tenants including two department stores. The closest Major Regional Centres to the Study Area is Shellharbour City Centre, located adjacent to the Study Area boundary. Shellharbour City Centre plays an important role in servicing the Study Area as well as the southern part of the Illawarra region. It has grown

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rapidly over the last 30 years, and Stockland Shellharbour, an indoor mall within the Shellharbour City Centre, has been recently upgraded. There are also other retail shops in the city centre, in addition to cinemas, tavern, hardware store and commercial buildings. Other closest major regional centres are located at Warrawong and Dapto, the latter developing as urban land releases in West Dapto progress. Albion Park is classified as a ‘Major Town’. These are Centres which service the local area and surrounding suburbs, providing a range of business, retail and entertainment uses, including supermarkets, health and other services with higher density residential development in the centre. The SGS analysis considered that the Albion Park Town Centre has a wide urban footprint, encompassing Albion Park Rail. The SGS study separated the Albion Park Major Town Centre into three areas (Figure 3.42):  Albion Park (corner of Tongarra Road and Terry Street)  Albion Park Rail (north part of the Princes Highway)  Centre Business Park (located in the corner of East West Link and Princes Highway and includes the strip part located at the south of the Princes Highway). A number of centres have been classified as ‘Towns’ in the draft plan, including Oak Flats, Shellharbour Village, and Shell Cove. These are intended to be small local centres which provide a range of business and retail uses, including supermarkets, health and other services with some residential uses, to serve the needs of people in the local area. They are reliant on higher order centres for shopping and employment. Underneath this hierarchy are ‘Neighbourhood Centres’. This is typically a cluster of shops within a village that provide a range of small-scale business, retail and residential uses to serve the needs of people in the surrounding neighbourhood.

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Figure 7: Main Retail Locations within the Study Area

Small industrial area and Energy Substation Yallah/ Haywards Bay

Miall Way Estate Oak Flats Town Centre Calderwood Albion Park Rail town centre neighbourhood centre (proposed)

Illawarra Regional Oak Flats Shellharbour Airport industrial estate City Centre

Aldi Albion Albion Park Park Town Centre Kaylaur Crescent to Central Tongarra Road Business Park

Terry Street Neighbourhoo Dunmore d Centre Quarries

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2.2 Overview of Businesses in the Study Area Historically, the main commercial centre in the locality was Albion Park, with Albion Park Rail coming into existence in the late 1880s with the establishment of a railway station, which was a major goods yard servicing the dairy and pastoral industry. The locality remained small until the highway was constructed in 1928 when, with increased access, holiday homes began to be developed on Lake Illawarra in the Oak Flats area. Albion Park Rail developed a neighbourhood retail function in the vicinity of Creamery Road to service this population, which has however always played a secondary role to the nearby settlement at Albion Park. Its retail functions have been further supplanted over time, with increasing competition from regional and super-regional centres and from the development of larger supermarkets and discount supermarkets elsewhere. These state-wide trends have combined with the impact of the growth in traffic along the Princes Highway, to create a highly degraded retail environment. Today, the suburb of Albion Park Rail contains 340 businesses, 11.5 per cent of all businesses in the Shellharbour LGA. The majority of businesses in Albion Park Rail are small businesses, many of which would be home-based businesses (including trades). In 2012, more than half (51 per cent) of businesses employed only the owner, and less than a quarter employed 5 or more people (21.4 per cent) (Table 3.4). Table 2: Number of Businesses within the Study Area Albion Park Rail Albion Park - Macquarie Pass SA2 @ 30 Non- Businesse Total Non - Businesse Total June employing' s with 5 or Businesse employing' s with 5 or Businesse businesses more s businesses more s employees employees 2008 194 70 374 346 87 621 2009 194 74 369 331 87 598 2010 210 77 386 369 84 630 2011 193 80 364 351 80 606 2012 174 73 340 339 89 606 * ‘Non-employing businesses’ are sole proprietorships and partnerships without employees + Data is not available for Yallah/ Haywards Bay due to the size of the relevant SA2 area (which extends north to include Dapto). Source: ABS (2014) National Regional Profiles by ASGS, 2008-2012, 1379.0.55.001 Businesses within the Study Area operate as a mix of local light industrial uses (light manufacturing, warehousing and support services), bulky goods retailing, as well as retail uses within a number of Town and Neighbourhood centres. A breakdown of business by industry is provided in Table 3.5. The largest number of businesses in 2012 was in the construction industry (25.8 per cent), with most of these likely to be individual trade suppliers. There were 39 Retail trade businesses and 14 Accommodation & Food Services businesses (which includes Cafes, Taverns, Restaurants and Takeaway Food Services). These businesses tend to be aligned to the existing route of the Princes Highway. The number of businesses within Albion Park Rail has been decreasing since 2010, with a decline of around 10 per cent between 2010 and 2012. The number of businesses in the LGA remained relatively stable over this period.

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Table 3: Number of Businesses by Industry, 2012 Albion Park Albion Park - Rail Macquarie Pass SA2 Agriculture, Forestry and Fishing 5 1.4% 37 6.1% Mining 3 0.9% 3 0.5% Manufacturing 19 5.4% 21 3.4% Electricity, Gas, Water & Waste Services 3 0.9% 3 0.5% Construction 90 25.8% 163 26.7% Wholesale trade 20 5.7% 12 2.0% Retail trade 39 11.2% 39 6.4% Accommodation & Food Services 14 4.0% 23 3.8% Transport, Postal and Warehousing 30 8.6% 46 7.5% Information Media & Telecommunications 3 0.9% 3 0.5% Financial & Insurance Services 9 2.6% 26 4.3% Rental, Hiring, & Real Estate Services 30 8.6% 47 7.7% Professional Scientific & Technical Services 21 6.0% 58 9.5% Administrative & Support Services 6 1.7% 35 5.7% Public Administration & Safety 3 0.9% 3 0.5% Education & Training 5 1.4% 16 2.6% Health Care & Social Assistance 3 0.9% 17 2.8% Arts & Recreation Services 6 1.7% 8 1.3% Other services 28 8.0% 34 5.6% Not Classified 12 3.4% 16 2.6% Total 349 610 Source: ABS (2014) National Regional Profiles by ASGS, 2008-2012, 1379.0.55.001 Trade in the area is dominated by a number of regional shopping centres (Dapto and Shellharbour to the north and south respectively). There are several supermarket based centres, which serve the needs of their immediate localities (Woolworths Albion Park, Aldi Albion Park Rail), and a number of historical neighbourhood retails strips, predominantly convenience retail and shops meeting niche local needs.

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The following are the main retail locations within the Study Area (Figure 3.3):  Albion Park - an important Town Centre around Tongarra Road and Terry Street (district and neighbourhood scale retail, professional services)  Yallah/ Haywards Bay (generally bulky goods showrooms)  Miall Way estate, on the eastern side of the intersection of the Illawarra and Princes Highways (light industrial and bulky goods premises)  Vicinity of Illawarra Regional Airport (aviation industries, professional services, bulky goods premises)  Albion Park Rail neighbourhood centre, between Creamery Road and Hargraves Avenue (neighbourhood scale retail, professional services)  Kaylaur Crescent to Tongarra Road (highway orientated business and district/ neighbourhood scale retail)  Central Business Park (light industrial and bulky goods premises)  The future Calderwood Town Centre (district and neighbourhood scale retail, professional services). There are a number of individual businesses located along the Princes Highway at various locations along its length. A land use survey of retail businesses within these locations is contained in Attachment A.

2.3 Retail Floorspace within the Study Area summarises the retail floorspace within each centre within and near the Study Area, as estimated by SGS (2014) and referenced by the Department of Planning and Environment in the preparation of the Draft Illawarra Regional Growth and Infrastructure Plan, 2014. SGS developed this information from a variety of data sources, and where not available, retail employment figures from the Australian Bureau of Statistics (ABS) Census (Place of Work) and a series of floorspace per job benchmarks (Table 3.7) were used to estimate the amount of retail floorspace. A number of retail developments and redevelopments are underway or are proposed in the region. The SGS (2014) report identifies that the Stockland Shellharbour centre could further expand by 36,000 square metres (sqm) gross leasable area. A new ‘Masters’ home improvement store has been constructed in Albion Park Rail (within Central Business Park). A number of smaller scale convenience retail orientated centres are proposed for development, in line with land developments (such as at Tallawarra). The most notable near the Study Area is the proposed Calderwood Town Centre located around four kilometres to the west of Albion Park (see Figure 3.3). The Calderwood Town Centre is planned to provide a maximum of 20,000 sqm of retail floor area (including two full line supermarkets (and possibly a discount supermarket), a small discount department store, several ‘mini majors’, 50-60 speciality stores and fast food and small bulky goods stores). It will provide about 20,000 sqm of mixed use employment floor area (including commercial office, light industrial and professional services). Two new town centres have also been proposed at West Dapto (around 22,500 sqm in size).

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Table 4: Estimated Retail Floorspace by Centre and Commodity Type Centre Food Clothing Bulky Non-bulky Other Hospitality Total goods household retail goods Albion Park Town 4,792 188 0 974 2,395 894 9,243 Centre “Albion Park 435 0 0 4,576 1,006 630 6,647 Rail”18 “Albion Park Rail 420 237 0 11,595 33 1,250 13,536 Centre business”19 Dapto 10,637 6,169 0 7,102 9,249 3,460 36,617 Oaks Flat 1,101 293 0 2,764 1,616 435 6,210 Shellharbour City 15,111 12,870 16,500 6,235 7,734 5,266 63,716 Centre Shellharbour 507 1,278 0 375 375 2,340 4,875 Village Source: SGS (2014) Table 5: SGS Assumed Floorspace per Job Benchmarks Retail categories Floorspace per job Supermarkets & grocery stores 37.1 m² Other food 48.3 m² Hospitality & services 14.7 m² Clothing 37.6 m² Household goods 97.4 m² Other retail 47.9 m² Departments stores 118.0 m² Source: SGS (2014) 2.4 Workforce Profile Around 4,000 people worked in the Study Area in 2011. Table 3.8 provides a breakdown of the workforce within four locations, by industry of employment, namely:  Yallah/ Haywards Bay (this includes Tallawarra power station)  Albion Park Town Centre  Albion Park Rail (this includes Miall Way estate, Illawarra Regional Airport, and the Albion Park Rail neighbourhood centre).

18 Identified by SGS as the ‘north part of the Princes Highway’. 19 Identified by SGS as located in the corner of East West Link and Princes Highway and includes the strip part located at the south of the Princes Highway.

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 Albion Park Rail Centre business (this includes Central Business Park, the Kaylaur Crescent to Tongarra Road businesses and Aldi Albion Park Rail). These locations are drawn from NSW Bureau of Transport Statistics Transport Zones (TZs) defined in Figure 3.4. In the Study Area the largest industry of employment is the Retail Trade (19.2 per cent, 769 jobs), more than half of which are based in Albion Park (40.9 per cent, 315 jobs) and Albion Park Rail (30.2 per cent, 232 jobs). The Retail Trade comprises just under a quarter of the workforce in Albion Park Rail. Accommodation and Food Services (such as restaurants and take-away food services) employed 11.3 per cent of the Study Area’s workforce (452 jobs). There were 66 such jobs within Albion Park Rail (just 6.7 per cent of jobs within the location. Figure 8: Journey to Work data collection areas

Yallah/ Haywards Bay Interchange

Albion Park Rail (north part of the Princes Highway)

Albion Park Rail Centre business

Albion Park Town Centre

Source: NSW Bureau of Transport Statistics (2014)

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Table 6: Employment within Study Area locations (by Industry), 2011 and 2016 (projected) Travel Zone Number 5,726 5,801 5,803 5,804 5,810 5,811 5,812 5,813 2011 2016 Projected Yallah+ Albion Park Town Centre Albion Park Rail Albion Park Rail Total Total Centre business Retail Trade 69 28 286 1 209 23 36 115 769 19.2% 894 20.3% Education and Training 7 35 359 5 6 10 49 31 501 12.5% 526 12.0% Health Care and Social Assistance 7 11 113 13 29 15 258 40 486 12.1% 526 12.0% Accommodation and Food Services 44 14 146 2 54 12 162 17 452 11.3% 494 11.3% Construction 71 5 47 5 74 25 7 78 312 7.8% 331 7.5% Wholesale Trade 7 3 27 2 52 11 0 122 224 5.6% 219 5.0% Transport, Postal and Warehousing 8 2 20 3 42 22 15 31 141 3.5% 170 3.9% Public Administration and Safety 0 2 24 2 49 19 10 10 116 2.9% 128 2.9% Professional, Scientific and Technical Services 5 5 47 2 24 0 7 8 97 2.4% 152 3.5% Electricity, Gas, Water and Waste Services 55 0 3 0 7 7 0 0 72 1.8% 71 1.6% Administrative and Support Services 6 1 14 2 7 7 9 18 64 1.6% 76 1.7% Rental, Hiring and Real Estate Services 11 3 30 1 16 0 0 3 64 1.6% 80 1.8% Non-Metallic Mineral Product Manufacturing 7 0 0 0 33 0 0 15 54 1.4% 50 1.1% Arts and Recreation Services 0 2 19 0 14 0 5 12 51 1.3% 60 1.4% Mining 0 2 16 0 7 0 5 20 50 1.2% 48 1.1% Food Product Manufacturing 0 1 6 0 18 3 0 9 37 0.9% 27 0.6% Furniture and Other Manufacturing 7 0 0 0 17 5 0 7 35 0.9% 34 0.8% Financial and Insurance Services 0 3 28 1 0 0 0 0 31 0.8% 43 1.0% Transport Equipment Manufacturing 0 0 3 0 7 18 0 0 29 0.7% 31 0.7% Wood Product Manufacturing 8 0 0 0 14 0 0 3 25 0.6% 25 0.6% Agriculture, Forestry and Fishing 0 1 10 0 3 6 3 0 24 0.6% 22 0.5% Fabricated Metal Product Manufacturing 0 0 0 0 10 0 0 10 20 0.5% 23 0.5% Polymer Product and Rubber Product Manufacturing 0 0 0 0 3 0 0 7 10 0.3% 10 0.2% Primary Metal and Metal Product Manufacturing 0 0 3 0 7 0 0 0 10 0.3% 10 0.2% Basic Chemical and Chemical Product Manufacturing 0 0 0 0 3 0 0 5 8 0.2% 9 0.2% Petroleum and Coal Product Manufacturing 0 0 0 0 7 0 0 0 7 0.2% 8 0.2% Textile, Leather, Clothing & Footwear Manufacturing 0 0 0 0 0 0 6 0 6 0.1% 4 0.1% Printing (including Reproduction of Recorded Media) 0 0 0 0 0 0 6 0 6 0.1% 5 0.1% Information Media and Telecommunications 0 0 0 0 3 0 0 0 3 0.1% 14 0.3% Other Services 7 7 73 2 55 7 19 60 231 0.0% 237 5.4% Unclassified 8 1 10 1 23 3 10 10 67 0.0% 68 1.5% 326 127 1,286 42 793 192 606 632 4,004 4,392 Source: NSW Bureau of Transport Statistics (2014) Travel Zone Employment Forecasts 2011-2041, September 2014 Release V2.0, December 2014 Release * Based on the 2011 ABS Census Journey to Work (JTW) employment data, factored up by the Bureau of Transport Statistics to address the undercount in the Census figures which is estimated to be over 10%. + This includes Tallawarra power station.

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2.5 Implications The project route is likely to change travel patterns at the district and regional level, and potentially at the local level. A review of the existing business environment indicates there are a number of locations which could potentially be impacted by any such changes:  Retail businesses in the Albion Park Major Town Centre  Retail businesses in the Albion Park Rail neighbourhood centre  Highway orientated business in the Kaylaur Crescent to Tongarra Road area  Bulky goods premises at either Yallah/ Haywards Bay, at the Miall Way estate, or the Central Business Park  A supermarket-based centre at Albion Park Rail (Aldi). This assessment considers the potential impacts upon each of these areas.

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3. SHOPPER ORIGINS AND BEHAVIOURS

3.1 Introduction The trade area (or catchment served) of any retail store or centre is the area from which it draws the bulk (but not all) of its business. It is shaped by various factors, including the proximity of competing retail stores/ centres, and their accessibility (via the road network or public transport, as well as any substantial physical barriers), and the store/ centre’s relative attractiveness compared to these competing facilities (such as size and offer). A trade area can be divided into primary and secondary components20, with the primary trade area being the locations from which a particular store or retail destination would expect to achieve a high market share. In this assessment, the definition of trade areas has been informed by:  A survey of vehicles parking at three locations within the Study Area, to establish origin (by suburb) of patrons and length of stay  A survey of shoppers at two locations within the Study Area, in order to understand how the retail areas were being utilised and by whom  Interviews with selected businesses at four locations within the Study Area, to understand their businesses, their views on the proposal and the extent of perceived impacts. 3.2 Competing Centres The closest Major Regional Centres to the Study Area are located at Warrawong and Shellharbour City Centre. Dapto is developing into a major regional centre, as urban land releases in West Dapto progress. Shellharbour City Centre is a fully integrated centre with retail, entertainment, commercial, cultural and residential sectors. Its growth has changed the pattern of retailing within the region, providing increased competition for the shopping centre developments in Warrawong and Figtree. It is the key regional centre for residents of the Study Area. 3.2.1 Supermarket-based centres The locations of supermarkets within the area are identified in Figure 9. Within the Study Area there are supermarket based centres at Albion Park Rail (Aldi, around 1,200sqm) and Albion Park (Woolworths, 3,200 sqm). The closest competing supermarket-based centres are within major regional centres - to the east at Shellharbour City Centre (containing a 1,200sqm Aldi, a Woolworths of around 4,300sqm and a Coles of around 3,800sqm) and to the north at Dapto (containing a 1,200sqm Aldi, a Woolworths of around 4,200sqm and a Coles of around 3,700sqm). Each major regional centre contains a large number of specialty shops and discount departments stores (such as Target, Big W, Kmart) to increase their attractiveness. The Shellharbour Woolworths however is located at Stockland Retail Park, which contains predominately bulky goods stores and a smaller range of specialty shops. IGA supermarkets are located nearby each major regional centre, in Barrack Heights and Dapto.

20 Together referred to as the Main Trade Area.

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There are few supermarket-based centres located to the west of Albion Park, with the closest being at Moss Vale (50 kilometres) or Bowral (48 kilometres) in the Southern Highlands. There is a small IGA at Jamberoo to the south (12 kilometres). A future Calderwood Town Centre would however be expected to contain a number of supermarkets combined with other retail outlets. Figure 9: Location of Supermarkets

3.2.2 Highway-dependent business Highway dependent businesses (which serve the needs of passing motorists) within the Study Area include a motel, service stations, takeaway food stores, cafes and restaurants, and to a smaller extent bulky goods outlets. Service Stations There are seven service stations along the Princes Highway within the Study Area, with an additional one being planned:  Kaylaur Crescent to Tongarra Road (two)  Albion Park Rail neighbourhood centre (two, with one planned)  Vicinity of Illawarra Regional Airport (one, across two sites).  Miall Way estate (one)  Yallah/ Haywards Bay (one).

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There are 3 service stations located in the Albion Park Town Centre. A number of the area’s service stations are collocated with takeaway food stores to better cater to passing highway trade. The next closest service stations easily accessible to highway traffic are at Berry (40 kilometres) to the south, and Bulli Tops (38 kilometres) to the north. Traffic can however detour off the highway at several closer locations, the nearest of which is at Dapto (or potentially Haywards Bay after construction of the project). Takeaway food stores There are a large number of takeaway food stores along the Princes Highway within the Study Area (Attachment A). There are a number of national franchises, all of which operate drive through venues, and some offer extended hours (up to 24 hours, seven days). These are at the Kaylaur Crescent to Tongarra Road area (one), in the vicinity of the Illawarra Regional Airport (one), and Yallah/ Haywards Bay (one). Alternative outlets of these national brand venues are located at Albion Park, Shellharbour, Dapto (nine kilometres, 10 minutes), Figtree (17 kilometres, 15 minutes) and Bomaderry (53 kilometres, 40 minutes). Of these, Bomaderry is the only location which is situated upon the highway. The closest alternative 24 hour outlets are located at South Nowra and Figtree. Bulky goods retail outlets Within the Study Area bulky goods outlets are present in Albion Park Rail at the Central Business Park to the south. There is also a number of car sales yards in the north at the Miall Way estate. The Central Business Park has an estimated gross leasable area of around 6,000sqm, with a mix of bulky goods retailers as well as trade suppliers. Elsewhere in Albion Park Rail it is estimated that there is around an additional 4,000sqm gross leasable area. This has increased with the opening of the Masters Hardware superstore (around 8,000sqm). The largest bulky goods precinct in the sub-region is at Warrawong (Kemblawarra), which has around 55,000sqm of bulky goods retail space. The Shellharbour Major Regional Centre has substantial bulky goods space, incorporating about 17,000sqm, across multiple areas (principally Stockland Retail Park, adjacent to Aldi). There is a smaller amount of bulky goods retail space at Dapto, and some individual businesses in Oaks Flat. New bulky goods developments are proposed at Tallawarra and Calderwood. 3.3 Shopper Origins 3.3.1 Number Plate Surveys On Thursday 4 December 2014, Hyder Cardno conducted a number plate survey of vehicles using the car parks or street parking at three locations within the Study Area:  In the vicinity of the Albion Park Rail neighbourhood centre (Creamery Road, Albion Park Rail), within the rear off-street car park and along the highway frontage  In the vicinity of the Oaks Hotel Motel and McDonalds (249 Princes Hwy), within all off-street car parks serving this location (the Kaylaur Crescent to Tongarra Road businesses)  The Albion Park Shopping Village (Woolworths) customer car park (located between Terry and Russell Streets).

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Vehicle licence plates were recorded every one and a half hours between 10am and 4.30pm over the course of the day. Repeated records were removed from the list and the data supplied to Roads and Maritime to determine the origin of people travelling to the area, and their length of stay. Data was supplied by Roads and Maritime in aggregate only (by suburb) to preserve privacy. A total of 625 vehicles were surveyed across the three sites - 109 at the Albion Park Rail neighbourhood centre, 146 at the Kaylaur Crescent to Tongarra Road businesses, and 370 at Woolworths Albion Park. The results of this process are shown in the tables in Attachment B, and graphically in the following Figure 11 and Figure 12. Vehicles surveyed at the Albion Park Rail neighbourhood centre came mainly from the immediately surrounding area (40.6 per cent) – either Albion Park Rail (17.7 per cent), Albion Park (14.6 per cent) or Oak Flats (8.3 per cent). However a notable proportion were highway users (34.2 per cent) - 12.4 per cent were from outside the Illawarra, 13.5 per cent from around Dapto and 8.3 per cent from Wollongong. The Kaylaur Crescent to Tongarra Road businesses were dominated by users of the McDonalds takeaway food outlet. Vehicles came mainly from outside the Illawarra (40.3 per cent), of which 27.4 per cent were from Sydney or further north. However the businesses still see a high level of use from surrounding suburbs (23.4 per cent), being Albion Park Rail (6.5 per cent), Albion Park (14.5 per cent) and Oak Flats (2.4 per cent) (Figure 11). However it is noted that due to the length of time these vehicles were present, at least of quarter of these appear to be employees vehicles. Albion Park Shopping Village (Woolworths) has a defined district catchment (Figure 12). While it attracted customers from the western rural hinterland, from as far as Dapto to the north, and Kiama to the south, its primary trade area is local, with a large proportion being from Albion Park (45.2 per cent) and some from Albion Park Rail (10.5 per cent). It is to be noted the Albion Park Rail neighbourhood centre and the Kaylaur Crescent to Tongarra Road businesses have a fast turnover of vehicles, and these results are a snapshot of three points in a single day. Hence the information should be regarded as indicative only. 3.3.2 Shopper Surveys On Thursday 4 December 2014, Hyder Cardno conducted a face-to-face survey of shoppers at two highway locations within the Study Area between 10am and 5pm:  Two positions at the Albion Park Rail neighbourhood centre (Creamery Road, Albion Park Rail)  One position at the Oaks Hotel Motel/ McDonalds (249 Princes Hwy) (the Kaylaur Crescent to Tongarra Road business). The survey asked a number of questions, including suburb of residence. The results of this shopper survey (along with the interview questions) are contained in Attachment C. Suburb of shopper residence data is graphically represented in Figure 51 and Figure 11. Shoppers surveyed at the Albion Park Rail neighbourhood centre came predominately from Albion Park Rail (39.7 per cent) and Albion Park (17.8 per cent). However a substantial proportion (27.4 per cent) was from highway users resident to the north of Yallah (16.4 per cent) and to the south of the Oaks Flat Interchange (11.0 per cent). Only one respondent identified that this location was the main shopping centre they use for food and grocery shopping. Shoppers surveyed at the Kaylaur Crescent to Tongarra Road businesses were predominantly from locations beyond the Shellharbour LGA (more than 60 per cent). Around one-fifth lived in Albion Park Rail (9.5 per cent), Albion Park (8.1 per cent), or Oak Flats (4.1

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per cent). Although 9 respondents (12.2 per cent) identified this location as the main source of their food and grocery shopping, it can be interpreted from responses to Q2(b) that they are referring to the nearby Aldi supermarket. Table 7 identifies the residence of those respondents who indicated they mainly utilised the Aldi Albion Park Rail or Woolworths Albion Park as their main centre for food and groceries. A substantial majority of the two supermarkets’ patrons reside in Albion Park Rail and Albion Park, but have low levels of reliance amongst residents of other suburbs, including those in Oaks Flat. Around one third of those respondents who lived in the Shellharbour LGA preferred to shop at Stockland Shellharbour. Table 7: Location of respondents who use Aldi Albion Park Rail or Woolworths Albion Park as their main centre for food and groceries Main centre Albion Elsewher used for food Albion Blackbu Shell Robertso Park e/ Not Total and grocery Park tt Cove n Rail Stated shopping Woolworths 7 11 - - 1 1 20 Albion Park (only) (36.8%) (30.6%) (0.0%) (0.0%) (100.0%) (0.9%) (13.6%) Woolworths Albion Park & 3 2 - - - - 5 Another Centre 10 13 - - 1 1 25 Sub-total (52.6%) (36.1%) (0.0%) (0.0%) (100.0%) (0.9%) (17.0%) Aldi Albion Park 3 7 1 2 - - 13 Rail (only) Aldi Albion Park Rail & Another - 2 1 - - - 3 Centre 3 9 2 2 - - 16 Sub-total (15.8%) (25.0%) (40.0%) (100.0%) (0.0%) (10.9%) Both Woolworths Albion Park & 2 1 - - - - 3 Aldi Albion Park Rail (only) Total who 15 23 2 2 1 1 44 shop mainly within the (78.9%) (63.9%) (40.0%) (100.0%) (100.0%) (0.9%) (29.9%) Study Area Residents who 4 13 3 0 0 103 103 shop elsewhere (21.1%) (36.1%) (60.0%) (0.0%) (0.0%) (97.2%) (70.1%) Total 19 36 5 2 1 106 147 NB: As numbers in individual categories are low, proportions should be cautiously treated as indicative only.

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Figure 51: Vehicle Origin (Numberplate Survey) & Patron Origin (Shopper Survey) for the Creamery Road Retail Strip, Albion Park Rail

Vehicle Origin (Numberplate Survey) Patron Origin (Shopper Survey) Further North than Bulli – 8.3% Further North than Bulli – 6.8%

1.4% 8.3% 5.5%

17.7% 39.7% 8.3%

14.6% 17.8%

79.2% 89.0% 4.2% Further West 5.5% than Further West than Robertson – 1.0% 4.2% Robertson – 0.0%

Further South than Gerringong - Further South than Gerringong - 2.1% 2.7%

Interstate – 1.0 %

* Highlighted suburbs registered a vehcile or patron in a survey. ** In the numberplate survey, locations not displayed registered 4 or less vehicles.

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Figure 11: Vehicle Origin (Numberplate Survey) & Patron Origin (Shopper Survey) for the McDonalds / Oaks Hotel, Albion Park Rail

Vehicle Origin (Numberplate Survey) Patron Origin (Shopper Survey)

Further North than Bulli – Further North than Bulli – 27.0% 27.4% 9.5% 4.8% 6.5% 3.1% 9.5% 14.5% 8.1%

Further West than Robertson –0.8 % 54.8% Further 40.5% West than Robertson – 4.1%

Further South than Gerringong - 8.9% Further South than Gerringong - 17.7%

Interstate – 3.2 %

* Highlighted suburbs registered a vehcile or patron in a survey. ** In the numberplate survey, locations not displayed registered 4 or less vehicles.

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Figure 12: Vehicle Origin (Numberplate Survey) for Woolworths Albion Park

Vehicle Origin (Numberplate Survey)

Further North than Bulli – 7.8%

1.8% 2.1% 3.0% 10.5% 3.3%

45.2%

Further West than Robertson – 0.9% 86.2%

1.8%

Further South than Gerringong - 1.2%

Interstate – 2.1%

* Highlighted suburbs registered a vehcile or patron in a survey. ** In the numberplate survey, locations not displayed registered 4 or less vehicles.

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3.4 Shopper Behaviour The shopper survey was designed to establish the current patterns of behaviour by consumers who are using each of the highway retail areas surveyed, via the following questions:  Where do you usually buy your food and groceries?  What are you buying here today?  Why did you decide to buy this here today?  How often do you shop here?  How long will you be here today?  How did you arrive here today?  Where did you park today?  How much did you spend here today?  Demographic data. There were 147 respondents, evenly distributed across the two locations. Analysis of survey results should be cautiously treated as indicative only, as numbers in individual categories are low, proportions. The views of all age groups were captured by the shopper survey, however the largest age grouping was those aged more than 65 years (40 people, 27.2 per cent of the sample). Those surveyed at the Kaylaur Crescent to Tongarra Road businesses tended to be younger than at the Albion Park Rail neighbourhood centre however (18.9 per cent were aged under 25 compared to 11.0 per cent). This is reflective of the survey delivery during working hours. Respondent gender was generally distributed evenly at the Kaylaur Crescent to Tongarra Road businesses, however around two-thirds were male at the neighbourhood centre. The shopper survey results are provided at Attachment C. In summary the survey suggests:  The results demonstrate the strong attraction of the Shellharbour Major Regional Centre to residents of the Study Area and the LGA. Around one third of those survey respondents who lived in the Shellharbour LGA usually buy their food and groceries at Stockland Shellharbour  However, the Woolworths Albion Park and Aldi Albion Park Rail form an important centre for residents of those suburbs for food and groceries, attracting around two- thirds of respondents who were resident there  Half of shoppers (49.3 per cent) at the Albion Park Rail neighbourhood centre visited the centre for a meal. The other important attractor to the centre was the combined newsagency/ post office (27.4 per cent)  Many shoppers to the neighbourhood centre who are attracted for one purpose, such as a meal, used the opportunity to patronise other premises during their visit.  Around 80 per cent of shoppers surveyed at the Kaylaur Crescent to Tongarra Road businesses visited to patronise McDonalds, with the balance the Hotel  Reflecting its role in the retail hierarchy, almost half of users of the neighbourhood centre (45.2 per cent) did so because it was close to their home or workplace. The presence of a particular professional service was the driver for 13.7 per cent of users (10 respondents)  One-third stopped at the neighbourhood centre only because they were passing by the centre (more than half of whom lived outside the LGA (56 per cent)). A further 8

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per cent stopped only because they were passing-by on the way to their nearby home  Only around one in ten users of the Kaylaur Crescent to Tongarra Road businesses lived or worked in the area (12.2 per cent). Three quarters of those who stopped because they were passing-by (85.1 per cent of those surveyed) lived outside the Shellharbour LGA  At both locations stopping for a meal was particularly important for shoppers who did not live in the Shellharbour LGA. Interestingly, the proportion at the Albion Park Rail neighbourhood centre (88.9 per cent) was similar to stopping at McDonalds (86.0 per cent)  The neighbourhood centre is an important convenience shopping destination for those who use it. Of those surveyed, 72.6 per cent stopped at least once a week (most more than once (63.0 per cent)). Only 8.2 per cent stopped only rarely. Nearly all of those surveyed from Albion Park Rail visited the centre at least once a week (96.6 per cent). It was an important convenience shopping destination for those Albion Park residents who utilised the centre, with 76.9 per cent visiting at least once a week  Conversely, around half of those surveyed at the Kaylaur Crescent to Tongarra Road businesses visited only rarely. A notable proportion are however loyal, with 25.7 per cent visiting at least once per week. Only around one third of these patrons (36.8 per cent) were from Albion Park Rail or Albion Park  In both of the locations surveyed, the majority of visits were short, less than 15 minutes in duration. Visits to the neighbourhood centre (72.6 per cent under 15 minutes) tended to be shorter than to the Kaylaur Crescent to Tongarra Road businesses (62.2 per cent)  Shoppers tend to travel by car. All but one patron of the Kaylaur Crescent to Tongarra Road businesses used a car. However 13.8 per cent of shoppers walked or cycled to the neighbourhood centre  Of those who drove to the neighbourhood centre, more than half parked along the highway frontage (55.5 per cent). All shoppers surveyed at the Kaylaur Crescent to Tongarra Road businesses parked in the off-street carpark (there is some availability of informal on-street parking)  Shoppers at each location tended to spend relatively small amounts, with 49.0 per cent spending between $10 and $50, and 44.9 per cent spending under $10. The amounts spent at the neighbourhood centre tended to be greater than those spent at the Kaylaur Crescent to Tongarra Road businesses. Those who parked off-street at the rear of the neighbourhood centre tended to spend more than those who parked along the highway frontage.

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3.5 Definition of Business Catchments Section 2 identified several types and locations of businesses which could potentially be impacted by the proposed project. The trade area for each is considered below, based on the data analysed above.

Albion Park Major The main trade area would extend up to 5 kilometres from the town Town Centre centre. The trade area is primarily Albion Park, Tullimbar and parts of Albion Park Rail. It is limited to the north and east by higher order retail facilities located within the Dapto and Shellharbour Town Centres. It serves a wide rural area to the west. Future developments at Tullimbar and Calderwood would constrain trade from this area. Aldi Albion Park This supermarket based centre is likely to have a similar trade area to Rail the Albion Park Town Centre. It would be anticipated to have a relatively large catchment because of its differentiated supermarket characteristics and being located between the centres of Albion Park and Albion Park Rail. Albion Park Rail This is a neighbourhood centre providing convenience retail (typically neighbourhood ‘top-up’ shopping such as bread and milk) to a small surrounding centre residential community which includes parts of Albion Park Rail, Oak Flats and Albion Park. It would provide convenience and amenity to the nearby workforce at lunch time, or during travel to/from work. Some passing traffic flowing along the Princes Highway (predominately travelling south) would also use the centre for top up shopping needs. Kaylaur Crescent to The retailing found in this location is dependent on either passing Tongarra Road traffic or specific purpose visitors. It has a regular local trade, who visit area, Albion Park for a meal once a week. Rail

Bulky goods Many of the businesses in these three locations typically locate in premises: such places for strategic reasons, with a trade catchment not an 1.Yallah/ Haywards important factor per se. Most customers visit to fulfil either a specific Bay, need or patronise a preferred retailer/trader. Trade Areas would 2.Miall Way estate incorporate a substantial region, extending from Dapto/ Unanderra in 3.Central Business the north to Jamberoo and Dunmore in the south and the escarpment Park to the west. These businesses would compete with bulky goods outlets located nearby in the Shellharbour City Centre, as well as the more distant major bulky goods precinct at Warrawong.

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4. BUSINESS IMPACT ASSESSMENT

Based on the information provided above, this section presents a qualitative assessment of the potential impacts (both positive and negative) on business in the Study Area which could arise due to the likely change in travel patterns as a result of the project. 4.1 Consultation with Local Businesses In order to gauge the views of businesses on the project, the extent of perceived impacts, and to better understand their businesses, face-to-face interviews were conducted at premises in four locations within the Study Area on Wednesday 3 and Thursday 4 December 2014. Contact details were left with businesses who could not participate on the day. Subsequent follow-up telephone interviews have been held with a number of businesses. In total, 23 businesses in the study were interviewed at the following locations:  Retail businesses in the Albion Park Rail neighbourhood centre, between Creamery Road and Hargraves Avenue (11 businesses)  Businesses at the Kaylaur Crescent to Tongarra Road area (four businesses)  Bulky goods premises at the Miall Way estate (three businesses)  Bulky goods premises at the Central Business Park (five businesses). Central Business Park was included in the survey, based on the results of the community feedback to date. This is in addition to those businesses who have participated in other consultation activities carried out during preparation of the EIS. This includes the November submission of the Albion Park Chamber of Commerce, obtained from their website. The results of this consultation have informed the analysis below and the scope of potential impacts considered. 4.2 Scope of potential impacts The project could affect businesses in the following ways:  Direct loss of businesses from property acquisition  Changes to accessibility  Impact on trading performance  Changes to amenity  Impacts during construction. 4.3 Direct loss of businesses from Property Acquisition The project would directly impact upon:  Wollongong Wholesale Nursery (comprising Illawarra Wholesale Nursery / Sunrise Nursery)  Unibuild Sheds  Aaron’s Outdoor Creations  3 commercial/industrial businesses in the northern bulky goods area  A dairy farm (considered further in Section 4.1 and 4.8.3 of the SEIA).

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This report does not quantify the impacts on the individual businesses being removed or the impacts on individual businesses that are to be partially acquired since these businesses would be fully compensated as per Roads and Maritime policy. Wollongong Wholesale Nursery is advertised as one of the region’s largest nurseries. Competing nurseries are located in Dapto, Unanderra, Jamberoo and Berry, as well as the nearby Shellharbour City Council Nursery at Oak Flats which is open to the public. Its location is isolated from all but one other business by the road network and open space. The business, while requiring visibility and accessibility, is not site specific and could relocate into new premises elsewhere. However, its acquisition might have some impact on the next door Aaron’s Outdoor Creations and Unibuild Sheds as they would attract patronage due to their visibility to customers of the nursery. It was identified in Section 4.1 that in the northern bulky goods area, immediately to the west of the project near Haywards Bay, three commercial/industrial properties with two businesses on them would be directly partially affected. The extent of the effect on the partially affected properties would vary. However the businesses would remain viable. These businesses would be compensated as per Roads and Maritime policy. Impacts to the dairy farm would continue the decline of dairying in the region as a whole. It may lead to a disassociation of a multi-generation farming family with their land. It would also be likely to cause uncertainty, loss of rural employment and financial loss. It has been stated that the dairy is strategically located as the closest dairy to the Sydney market outside of the western Sydney basin. This makes it attractive from a supply perspective to major milk processors. This attractiveness is further enhanced by the business’s scale and progressive management systems. All weather access is available to allow milk to be collected by trucks under flood conditions. The quality of milk is considered by the processor to be high, the transport costs to the milk processor are relatively low, and industry conditions are now such that NSW is currently experiencing a relative shortage of, and high demand for, milk. It is understood that the business is a highly successful dairy enterprise, with performance well above industry averages. It has been stated that the farm would appear to be one of the better managed and profitable dairy enterprises in NSW, and the prospects are good to expand production as planned. This would result in further growth in profitability. Roads and Maritime Services is consulting with the dairy farmers to identify the best outcome for ensuring the ongoing viability and effective operational management for the dairy. 4.4 Changes to Accessibility The project would alter the road network in a number of ways which would affect business. 4.4.1 Reduction of through traffic The project would, upon opening, divert a substantial proportion of through-traffic onto the motorway. The project would reduce traffic on the existing Princes Highway route between Yallah and Oak Flats in the order of 56 per cent to 74 per cent depending on locations. When the project is complete, the motorway would lower travel times by 65 per cent from 18 minutes to 6 minutes in the morning peak, and bypass six sets of traffic lights. This would facilitate the carrying out of local business along the highway by residents, but reduce passing trade substantially. 4.4.2 Local Access The project proposes several changes to the local road network as a result of which some businesses would experience accessibility changes.

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Location Proposed Change Comment Durgadin Drive, Closure of access to There has been some objection to the closure Albion Park Rail the East West Link, of Durgadin Drive from businesses in this becoming a cul-de­ location. sac. However as Roads and Maritime advises, Durgadin Drive would not be able to connect into the new road as this would not meet motorway standards. A number of options were considered to mitigate the loss of access this would create. Historically this business park has been difficult to access. Access to the precinct is currently constrained with plans indicating Colden Drive was to run north/south along the western boundary of the precinct through land currently occupied by a private road with no public access. As a result the precinct is divided into two separate sub-precincts, one being the Durgadin Drive/Shaban Street sub-precinct, and the other being Shandan Circuit sub- precinct. Entry into and egress from the Durgadin Drive sub-precinct is only possible to vehicles travelling north along the highway. This division means those customers visiting Durgadin Drive or Shaban Street are unable to internally access any occupants located on Shandan Circuit. Customer response to this dysfunctional road network is evidenced by the well trafficked informal car tracks connecting Shandan Circuit and Shaban Street. However the development of the Masters home centre (now open) provides for the connection of Shandan Circuit and Shaban Street, along with the installation of traffic lights at the intersection of Colden Drive with the Princes Highway. The impact of this change to access would vary between businesses, with the specific needs of each type considered further in Section 4.5.4. The business park would retain a good level of access to the arterial road network, as well as continuing to benefit from high visibility adjacent to the Highway (albeit to a different side of the business park). The project could impact on delivery times for some business in this location. These businesses are a mix of light industrial and

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Location Proposed Change Comment bulky goods premises, as well as religious and recreation facilities. Some businesses within the business park serve building trade contractors, quoting times for their deliveries, and their clients demand delivery within 15 minutes. The Traffic and Transport Assessment Report found the project would considerably improve travel times between Yallah and Oak Flats. Improvements in travel times could increase the attraction and competitiveness of the business park within the northern part of its trade area. The attractiveness of the business park has been greatly improved with the recent opening of the new Masters store, which is exoected to have a wide trade area including the West Dapto urban release area21. Access for large trucks and their turning circles will be possible with completion of the internal link road associated with the Masters store. This road was designed to accommodate a 19m semi-trailer and 12.5m large rigid truck. It could be anticipated that the existing highway would develop an increased focus for local business with the easing of traffic congestion and by providing the access to Masters. This could assist these businesses by better associating it with the highway. Overall while some patterns of movement and trade may change and cause some temporary inconvenience, it is not anticipated that trade would be adversely permanently affected. Woollybutt Drive, Closure of access to Any impact on business would be minimal, with Albion Park Rail the East West Link, alternative connections available to Aldi Albion becoming a cul-de­ Park Rail via Croome Road. Traffic flows may sac. increase on local roads such as Cedar and Pine Streets. Cormack Closure of access to This change would affect resident travel times, Avenue, Dapto the Princes Highway, rather than directly impacting upon businesses. becoming a cul-de­ sac. Illawarra Closure of connection Access to a small number of Highway, Albion joining Macquarie warehouse/storage facilities on Croome Lane Park Rail Rivulet and Tongarra would be maintained. Access to the west and Road, becoming a south west would change for these cul-de-sac. businesses, resulting in increased travel times.

21 JRPP Assessment Report, December 2012

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Location Proposed Change Comment East West Link, Relocation along a There would be no change after construction of Albion Park Rail new service road the new service road. immediately to the south of its existing location. The SEIA demonstrates considerable travel in and around the region can be required to access employment, retail and commercial, cultural, community and recreation facilities and services. Overall, access between suburbs would not be substantially altered by the project. In particular, east-west linkages between Albion Park Rail and Albion Park, as well as into Shellharbour City Centre, which are critical to the economic functioning of the area, would be retained by the project. The project would not result in any reduced availability of car parking. The reduction in traffic volumes on the Princes Highway would make local access within the Study Area easier and subject to less delay in all directions. 4.5 Impact of Access Changes on Trading Performance Different businesses would be impacted to different degrees depending upon the type of business, its location and their reliance on passing trade or specific purpose visitors. There are different drivers for convenience and bulky goods retail for instance. 4.5.1 Albion Park Major Town Centre One of the oldest retail centres in the LGA, this Major Town Centre is anchored by a Woolworths supermarket-based centre, Albion Park Shopping Village, the Albion Park Hotel and a range of community services and facilities. However Albion Park faces a number of challenges such as a lack of integration/ cohesion, and ‘presence’ in shoppers’ minds. Albion Park has previously ‘been viewed as a ‘drive through suburb’, where visitors and other residents of the LGA do not necessarily stop to visit’ (McGregor Coxall 2014). Albion Park’s role is that of a service centre. Residents do not spend a considerable amount of time within the retail core (Hill PDA 2014). Albion Park provides a large number of car parking spaces (more than 600 off-street bays) to facilitate this role. Further, the centre does not accommodate a department or discount department store (the closest being at Stockland Shellharbour) which makes the centre less competitive. The town centre is undergoing a revitalisation strategy in response. Despite these challenges, as a Major Town Centre, Albion Park is would be unlikely to be negatively impacted in business terms by the project. Support for retail businesses would remain strong. Recent analysis by Hill PDA (March 2014) suggests that Albion Park could be undersupplied by around 3,500 sqm of retail floorspace by 2016. Council has proposed planning controls to permit new medium density residential development within the centre. Existing levels of east-west connectivity would be maintained and even improved along Tongarra Road. The realignment of the route of the motorway closer to the town may beneficially provide Albion Park the opportunity to capture some of the passing trade which would be removed from Albion Park Rail. The provision of connectivity to the proposed Tripoli Way bypass once built would allow a reduction in traffic along Tongarra Road west of Terry Street, encouraging greater pedestrian connectivity across the Tongarra Road corridor, and potentially an improved and more attractive retail environment.

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4.5.2 Albion Park Rail neighbourhood centre The Albion Park Rail neighbourhood centre has been identified by several Council studies (since at least 2008) as suffering from declining trade, poor positioning and management, with some businesses finding it difficult to compete on price and range with nearby shopping centres. However with only one shop vacant at present, the shops at Albion Park Rail appear to be trading at sustainable levels. It is likely this situation would not continue with the loss of highway driven trade. The Albion Park Rail neighbourhood centre contains a diverse range of shops, typical of a small centre. However, it has a larger representation of takeaway food outlets than would otherwise be expected of a centre with a similar catchment, which can be attributed to the benefit of exposure to highway related trade. The numberplate survey suggests highway trade comprises around one third (perhaps up to one half) of its patrons, while the shopper survey suggests it comprises around one third of patrons. The impact of this loss of trade would be likely to be felt disproportionately by the takeaway businesses. Of those patrons surveyed who did not live in the Shellharbour LGA, 88.9 per cent were stopping for a meal. Those who patronised the centre usually spent only small amounts of money (83 per cent spent less than $10). This is confirmed by interviews with businesses. Every business in the retail strip was approached for comment about the project. Of the 11 businesses who discussed the project, five expressed some concern about the potential impact on their business, with one indicating their business would close. Without access to highway trade the neighbourhood centre would serve only a small area of Albion Park Rail, Albion Park and Oak Flats. Hill PDA’s recent (March 2014) assessment of retail supply and demand in Albion Park and Albion Park Rail identified that by 2016 the area was predicted to have an oversupply of specialty food stores (by 776 sqm Net Lettable Area) and fast food stores (by 161 sqm Net Lettable Area). All other forms of business would be undersupplied. Without any other action the contraction of business due to the loss of highway trade could result in the closure of some food businesses (such as the business who indicated they relied on highway trade for 50 per cent of their revenue). It would be considered unlikely the Albion Park Rail centre could support three. However, it is considered likely the retail offer at the neighbourhood centre would remain diverse and trade, while lower, would be at sustainable levels. Any business lost would not be an anchor business and their loss would not affect other trade in the centre. As discussed in Section 5, the bypassing of Albion Park Rail could be utilised as an opportunity for positive renewal of the suburb. Actions may be possible to generate trade which replaces some of that lost from passing trade. In this case, it is possible that some tourists may choose to continue travelling through Albion Park Rail for a stopover, being off the motorway. 4.5.3 Highway-dependent businesses Highway-dependent business within the Study Area include a motel, service stations, takeaway food stores, cafes and restaurants. In order to provide some understanding of the nature of highway trade, licence plate and shopper surveys were carried out in the area of the Albion Park Rail McDonalds (the Kaylaur Crescent to Tongarra Road area).

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The numberplate survey suggests three-quarters of patronage at McDonalds comes from outside the immediately surrounding suburbs. A broadly similar proportion was indicated by the shopper survey. Of those patrons surveyed who did not live in the Shellharbour LGA, 86.0 per cent were stopping for a meal or coffee. These surveys provide only a limited snapshot of one week day during daylight hours. However they suggest the extent of impact of loss of highway driven trade along the Princes Highway would be high. There are a large number of takeaway food stores along the Princes Highway within the Study Area (Attachment A), three of which are national franchises. It could be expected that the trade of these businesses would substantially reduce. It may be possible for national franchises to relocate; however this would be unlikely to occur with small businesses. Those businesses which felt they were most exposed were service stations, and some (but not all) takeaway food businesses. Of the takeaway food premises, those which felt at-risk were those which had competitors with a similar offer along the strip, and did the bulk of their trade during the day (when highway related trade was at its busiest). It was noted that there are 7 service stations along the Princes Highway within the Study Area, with an additional one being planned. Service station operators interviewed are of the opinion their businesses would not remain viable after opening of the motorway. Reductions in turnover would be likely to result in reduced levels of employment within the businesses. It would be likely to result in lower employment due to reduced trading hours, as it would be unlikely they would continue to operate 24 hours a day once the highway is bypassed. Businesses along the highway who are not highway dependent may on the other hand find that their trade areas increase due to faster travel times, and local trade is stimulated by an easier and less congested shopping environment. 4.5.4 Other types of business premises A range of business types operate at Yallah/Haywards Bay, the Miall Way estate, and the Central Business Park (Attachment A). These estates are well established and include a number of destination shops. The project would not directly affect their trade area but would alter their accessibility and visibility to various extents. Their trade area could increase if travel times are reduced.

Business Type Site Characteristics Comments Typically Sought Bulky goods These businesses typically Highway exposure was not businesses seek to locate in a central important to a substantial number of position in a trade area (or businesses interviewed. These

near the main entry of a large businesses instead identified that trade area), as well as on a their customers shopped with them major arterial road (or with as they knew the store’s location convenient access to the from advertising or past experience. major arterial road network) The business type which expressed with good site exposure. concern was car retailers, which are considered below. A number of businesses in the vicinity of the Illawarra Highway identified that current levels of congestion on the Princes Highway

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Business Type Site Characteristics Comments Typically Sought negatively affected their businesses, as customers would not stop due to a perception they would not be able to re-enter the traffic flow subsequently. Access to the arterial road network was important however for most businesses. The project could negatively impact on delivery times for some business. This is considered in Section 4. Freight and logistics These businesses require They should not be negatively businesses good road access and wide affected, providing existing levels of turning circles for larger access were maintained, and they trucks. They do not require would receive some benefit from high visibility and are not lower traffic volumes and less reliant on a trade catchment. congestion. Light manufacturing These businesses typically They should not be negatively businesses locate for strategic reasons, affected, providing existing levels of rather than access to a trade access were maintained, and they catchment. They do not would receive some benefit from require high visibility or lower traffic volumes and less exposure to passing traffic. congestion. Commercial The requirement for visibility They should not be negatively businesses would vary from business to affected, providing existing levels of business, as it offers some access were maintained, and they businesses a marketing would receive some benefit from opportunity. These lower traffic volumes and less businesses require access to congestion. Public transport access skilled labour. Most do not unchanged. rely on a defined trade catchment. Car / Boat sales These businesses require They should not be negatively yards good exposure and benefit by affected, providing existing levels of being grouped together. access were maintained, and they

Accessibility for customers is would receive some benefit from important. lower traffic volumes and less congestion. 4.6 Changes to amenity The removal of highway traffic from Albion Park Rail would have substantial amenity-related benefits for businesses along its current length, through immediate reduction in the level of noise, vibration and air pollution they experience, and an increase in safety. However for the most substantial and longer term benefits to accrue from the project, other actions would need to be taken to improve the quality of the public domain and retail/commercial environment along the existing highway. This is discussed further in Section 5 below. Amenity impacts are considered in more detail in the SEIA report.

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4.7 Impacts during construction Construction of the project would be anticipated to start by 2019. The design of the project has carefully considered the requirement to minimise impact on existing traffic, enable safe construction access and egress, and minimise the duration of construction. Technical Working Paper 1, Traffic and Transport, has determined the construction activities associated with the project would have minimal impacts on the road network with only minor impact to traffic operation on the Princes Highway, Illawarra Highway and Tongarra Road. Construction methods and staging for the project would minimise road closures, subject to other project constraints, and allow staged construction so disruption to the existing traffic would be maintained within acceptable levels. The contractor would be required to develop a traffic management plan as part of the construction environmental management plan, as required for proposed major work which would impact on existing traffic arrangements. Inconvenience and disruption could occur to businesses in the Durgadin Drive/Shaban Street and the Shandan Circuit sub-precincts while customers and suppliers become accustomed to road closures. This would need to be considered in the traffic management plan and adequate publicity given to changes so businesses are not affected. Overall, the traffic impact of the construction of the project on businesses would be anticipated to be minor and appropriate management plans would be applied to mitigate the impact. The size and composition of the construction workforce would vary over the construction period depending on the activities carried out and the staging strategy. The core workforce would comprise a range of professional staff, supervisors and tradesmen who would typically be sourced from within the construction contractor’s own organisation. Some of the workforce could be sourced from the local area and would include a wide range of subcontractors and suppliers. The estimated total workforce to be employed over the course of the project would be about 400 personnel. The workforce excludes part-time, off-site workers and delivery truck drivers. An economic analysis of the project and its contribution to the economy has been carried out in Chapter 3 of the EIS. The community profile identified that median individual, family and household incomes in Shellharbour LGA are all below New South Wales and unemployment is higher. The multiplier effects on local employment would act to stimulate local jobs and local businesses. This may be able to be increased by the use of local buy policies and initiatives.

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5. RECOMMENDATIONS

The following recommendations are made to improve the outcomes for business in the Study Area. 1. Awareness raising and communication  Roads and Maritime would continue to consult with businesses and the broader community as part of the environmental impact assessment display. Businesses would have an opportunity at that time to provide a submission.  During construction Roads and Maritime would maintain property access or alternative arrangements would be made in consultation with the affected landowners.. 2. Marketing support  The importance of signage and marketing is noted in literature which evaluates the impacts of highway bypasses (Yeh et al. 1998). Roads and Maritime should consider options for informative direction signage at appropriate highway exit points. 3. Place management / Placemaking initiatives  Literature also identifies that communities and business districts that have a strong identity as a destination for local shoppers are the ones most likely to be strengthened due to the reduction in traffic delays through their centres (Leong and Weisbrod 2000)  Albion Park Rail lacks such an identity and cohesion, however the removal of through-traffic presents an opportunity for its development  Council should prepare a Village Master plan for Albion Park Rail, similar to that adopted by Council in April 2014 for the Albion Park Town Centre  This plan could leverage ‐ the increased liveability and desirability of the area generated by lower traffic levels ‐ proximity to a train station and neighbourhood shops ‐ better connectivity across the highway ‐ potential adaptive reuse of disused railway buildings for commercial and community uses to create a much needed hub for social interaction ‐ improved pedestrian connections to the railway station (or a relocated station). to increase population or workforce densities, better define the centre, and in turn support and develop the retail environment as a neighbourhood centre not dependent on passing trade (particularly along the western side of the highway)  This plan should examine other development initiatives such as public art, placemaking and activity generators such as weekend markets  These issues should be considered by Council in the development of the Illawarra Regional Airport masterplan. A draft of this plan has been prepared which proposes development during the next 20 years at an estimated cost of $125 million. Such airport development should not be developed in isolation from the future of Albion Park Rail. It is noted that the airport’s terminal building was destroyed by fire in 2013, for which Council received a $1.12 million insurance payout. There may be an opportunity to

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reorientate airside services in a way that helps integrate the neighbourhood centre, the HARS Museum and any new terminal building into a cohesive village centre.

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6. REFERENCES

Australian Bureau of Statistics (ABS), 2014, National Regional Profiles by ASGS, 2008- 2012, 1379.0.55.001 Australian Bureau of Statistics (ABS), 2013a, 2001.0 - Census of Population and Housing: Basic Community Profile, 2011 Third Release, http://www.abs.gov.au/census Cardno, 2014, Illawarra Industrial Lands Study: Industrial Lands Audit and Constraints Analysis. Prepared for NSW Department of Planning and Environment Hill PDA Consulting, March 2014, Albion Park Masterplan Property Market Appraisal. Prepared for Shellharbour City Council. Appendix C to the Albion Park Town Centre Plan Hill PDA Consulting, 2008, Shellharbour Retail and Commercial Centres Study. Informed Decisions, 2014, Economic Profile, http://economy.id.com.au/shellharbour JRPP, December 2012, Assessment Report and Recommendation: Development Application No. 192/2012: Proposed "Masters' Development, Shandan Circuit, Albion Park Rail Leong, D. and Weisbrod, G., 2000, Summary of highway bypass studies. Economic Development Research Group – Reprint Series, December 2000. McGregor Coxall, 2014, Albion Park Town Centre Plan. Prepared for Shellharbour City Council. Endorsed by Council 8 April 2014 New South Wales Department of Planning and Environment, 2014, Population, Household and Dwelling Projections, http://www.planning.nsw.gov.au/en­ au/deliveringhomes/populationandhouseholdprojections/data.aspx. New South Wales Department of Planning and Environment, 2014a, Your future. Draft Illawarra Regional Growth and Infrastructure Plan, October, http://www.strategy.planning.nsw.gov.au/illawarra/wp-content/uploads/sites/5/2014/04/Draft­ Illawarra-Regional-Growth-and-Infrastructure-Plan-for-Web_.pdf New South Wales Department of Planning and Environment, 2014b, Illawarra Urban Development Program Update 2014 http://www.strategy.planning.nsw.gov.au/illawarra/wp­ content/uploads/sites/5/2015/01/FINAL-IUDP-Update-Report-2014.pdf New South Wales Department of Planning, 2007, Illawarra Regional Strategy 2006-2031, http://www.planning.nsw.gov.au/plansforaction/pdf/illawarra_regional_strategy.pdf NSW Bureau of Transport Statistics, 2014, JTW Explorer. http://visual.bts.nsw.gov.au/jtwbasic/ Roads and Maritime Services (2014) Preferred Option Report, http://www.rms.nsw.gov.au/documents/projects/illawarra/albion-park-rail-bypass/albion-park­ bypass-preferred-option-report.pdf SGS Planning and Economics, June 2014, Review of Illawarra retail centres: Final report. Prepared for New South Wales Department of Planning & Environment Yeh, D. Gannon, M. and Leong, D., 1998, The economic impacts of highway bypasses on communities. Summary. Wisconsin Department of Transportation.

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ATTACHMENTS

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ATTACHMENT A Retail Land Use Survey

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Haywards Bay Interchange

Vacant (office and warehouse) South Coast Homes Waco Kwikform Vacant (showroom) Amber Tiles Showroom Atomix Boats/ Hi Tech Marine SsangYong Car Dealer Ford Car Dealer Anything Party (party supplies, frozen food) Horseland Auto Torque Elite Paddle Gear Cool Blue Air Conditioning Universal Timber Floors PlastaMasta South Coast (building supplies) South Coast Decorative Concrete Supplies Display Centre Hunts Marine (boats)

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Intersection of Illawarra and Pacific Highways South along Princes Highway Eastern Side Toyota Car Dealer == Miall Way == Hino Car Dealer That Tile and Bathroom Place at Albion Park Rail Cosmo Lighting Good Price Pharmacy Warehouse Bidvest Food Service Toyota Parts & Service Choices (flooring) Airport Tile Centre showroom Caltex Service Station & Star Mart Hail and Dent Eraser Albion Park Windscreens Austral Bricks Display Centre Spanline Home Additions Pet Stock Illawarra Strike Zone (bowling) Sawmill Trading Company LG Factory Seconds == Rosewood Street == Tile Direct Miall Way Estate, includes: Elite Furniture Auto Plaza Car Wash Clymax Glass & Showers Frankies Auto Electronics and Car TPITodays Shop fitting Audio Pipeline Rigging Danics Auto and Tyre Service & Repair Storage King BP Service Station Coates Hire KFC Direct Boral Plasterboard Supplies Kumho Typres Wilsons Holden Dealer, Service and Parts == Creole Road == Wollongong Mini Storage Western Side Rivulet Take Away Food Unibuild (sheds, car ports) Albion Park Smash Repairs Aaron’s Outdoor Creations

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Southern Mechanical Motor Works Wollongong Wholesale Nursery Bidvest Food Service (A number of vacant allotments and units)

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Creamery Road to Hargraves 1. Caltex Service Station -- Creamery Road -- 2. Albion Motorcycles Telstra Payphone 3. C1Speed.com Indoor Go Karting 1. Bakers Delight 4. Fire station (CLOSED) 2. BWS Liquor 5. 7-11 Service Station (No. 138-142) (under 3. Leong Ho Chinese Restaurant construction) 4. Bakers Rounds 6. 7-11 Service Station (DA lodged) 5. The Rail Pizzeria 6. Illawarra Cash Exchange REDI ATM machine 7. Wilson’s Bike Hub Post Box 8. Albion Park Rail Newsagency -- passage -- Private Post Office Boxes -- Stairs to Upper Level (2 units) -- 9. Illawarra Hot Water 10.Illawarra Head Contracting 11. Albion Park Cakes 12. Illawarra Auto Spares 13. Cuts N Curls Hairdresser 14. Computer Solutions and Data Recovery -- passage -- 15. Albion Park Rail Medical Centre 16. Night and Day Chemist 17. Vacant (was Medical Centre, now moved 2 stores up) -- driveway access -- 18. Golden Loy Chinese Restaurant 19. LJ Hooker Real Estate Agency 20. Albion Park Family Practice -- residential – Located within the rear car park (at level 1) 21. Dance Studio / Martial Arts TKD Studio

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Located within the rear car park (separate building, opposite Bateman Ave) 22. Arabella Day Spa

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Kaylaur Crescent to Tongarra Road Kaylaur Crescent 1. Albion Park Rail Vet == entry to rear carpark 2. Manicured Mutt Dog Grooming Highway 3. Vacant (was Lolly Shop, soon to be home wares) 4. Hellraiser Tackle 5. Ashia Hair Extensions 6. Weddings on the Move 7. Vacant (in 2008 tenants were craft shop and Chinese restaurant)

==

8. The Oaks Motel Ash Avenue == Aldi Supermarket 9. The Oaks Hotel (and bottleshop) Jo’s Café == The Cheescake Shop 10. McDonalds (& drive-through) Cignall ==

Enhance Service Station Sam’s Kebabs caravan Opposite side of Highway Shell Service Station & Coles Express Batteries Galore

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Central Business Park (Durgadin Drive Estate) Shaban Street Right2Drive Accident Replacement Vehicles A2B Auto Repair Centre (+Service) Optus Business Centre Wollongong Albion Park Auto Electrical Ready Set Play Johnsen’s Glass Darko’s Kitchens Showroom Gaps Glass Shower Screens Illawarra Auto Spa Detailing Flick Anticimex Pest Control

McMahons Transport Fire Service Plus (fire protection equipment) Southbound Adventures (outdoor education) Albion Park Window Tinting Illawarra Garage Doors display centre Albion Park Automotive JNT Performance (manufacturers of Aluminium performance products catering to the Aftermarket Automotive & Aviation industries) Dixonline (indoor and outdoor gas appliances) ICR Concrete Supplies / Wollongong Waterproofing Services

Shandan Circuit Masters Hardware (under construction) SolarShade Window Tinting ECPC Early Childhood Play Centre (AOTR Play Centre - community based Occupational Therapy services play centre) Cakers Warehouse (cake decoration supplies and cooking classes)

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Pioneer Drive (opposite side of Highway) Bluehaven Pools and Spas display centre

Durgadin Drive Kollaras Group (office and distribution centre) Boral Brick and Roof Tile Selection Centre Lighthouse (Church) Siteworx Machinery (new and used construction equipment) One Three Designer Homes TaeKidOKai Martial Arts studio Genesis Fitness Coast and County Appliance Repairs Kumiai-Ryu Martial Arts Craftlatt (blinds) Tablesport Aquarium and Pet Warehouse South Coast Ringtread Typres Playmaze Windows and Doors Bears Auto Hospital Bristol paints Illawarra Shower Screens Ultratune Auto Service Centre Laira’s Framing and Fine Art Adult Central Town and Country Furniture Haworth Drum Room Central Takeaway Food Baskets because Haworth Music Centre Karate School Dunn and Farrugia Fencing and Gates Apollo Patios/ Dream Patios and Pergolas Just Spas Poolside pool equipment Cooks Plumbing Supplies Illawarra Towing and Recovery Service Mitre 10 Home and Trade Total Tools Bridgestone Tyres Reece Plumbing SuperStar Cars (car yard)

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Vicinity of Airport Road Albion Park Poultry (wholesale egg sales) Outdoor BBQ Kitchens showroom ‘Airport Central’ (12 Units), including-  Joss Facility Management  National Measurement Institute  Hutchison Construction Services  Park N Play (Family Services Illawarra)  Wishart’s Paint Solutions  Nulux CSR PGH Brick Tile and Paver Selection Centre (building supplies) Airside services, including –  NSW Fire Brigade Training Complex  Learn to Fly NSW  South Coast Aviation  Australian Aerial Patrol  Sydney Microlight Centre  Cleary Bros Aviation  Capital Aircraft Services Honda Car Dealer

Other Businesses along Highway (various locations) Crocker’s Paint and Wallpaper

Dixon Homes Showroom

Airport Self-Storage

Ex-Nursery (closed/ vacant)

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Albion Park – Tongarra Road retail strip Police ANZ Bank Post Office Commonwealth Bank Community services (HACC, community transport) Auto Parts Mood Park Salvation Army Store

Travel Agency (2) Lawyer (3) Real Estate Agencies Accountant (2) Spas / Massage

Florist Medical Centres (5) Fashion Dentist Laundry Chiropractor Personal Trainers Optometrist Home Wares Chemist

Physiotherapist

Woolworths Centre Hair Dressers Woolworths

Millers (fashion) Newsagency The Reject Shop

Horizon Credit Union (bank) KFC (&drive through) ATM’s (Redi, St George, IMB) Pizza Hut FreeChoice Stores (tobacconist) Cafés Albion Park Village Meats (butcher) Restaurants BP Service Station and Woolworths Food take away’s Convenience IMB (bank) RSL Club Civic Video Hotel Crazy Noodle (takeaway) TAB Chicken Wizard (takeaway) Bottleshops (2) Subway

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Terry Street Neighbourhood Centre, Albion Park Terry Street Fish and Chips (takeaway) Aztek Hair and Beauty Drop N Go Laundry Lucky Convenience Store Vet Pinochio’s Pizza Albion Schoolwear, screen printing Doctors Surgery Illawarra Pet Foods Redi ATM Terry Street Meat and Seafood Butcher

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ATTACHMENT B Number Plate Survey Data

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Suburb of Vehicle Origin

Suburb of Origin Creamery Road McDonalds Woolworths Total Creamery Road McDonalds Woolworths Total Dapto - Kiama Area 76 68 288 432 79.2% 54.8% 86.2% 78.0% ALBION PARK 14 18 151 183 14.6% 14.5% 45.2% 33.0% ALBION PARK RAIL 17 8 35 60 17.7% 6.5% 10.5% 10.8% BARRACK HEIGHTS 3 1 2 6 3.1% 0.8% 0.6% 1.1% BERKELEY 1 1 3 5 1.0% 0.8% 0.9% 0.9% BLACKBUTT 4 1 2 7 4.2% 0.8% 0.6% 1.3% CALDERWOOD 1 1 0.0% 0.8% 0.0% 0.2% CORDEAUX HEIGHTS 1 1 0.0% 0.8% 0.0% 0.2% CRINGILA 1 1 1.0% 0.0% 0.0% 0.2% DAPTO 3 4 11 18 3.1% 3.2% 3.3% 3.2% DUNMORE 1 1 0.0% 0.8% 0.0% 0.2% EAST KANGALOON 1 1 0.0% 0.0% 0.3% 0.2% FARMBOROUGH HEIGHTS 1 1 3 5 1.0% 0.8% 0.9% 0.9% FLINDERS 4 8 12 4.2% 0.0% 2.4% 2.2% GERRINGONG 1 1 2 4 1.0% 0.8% 0.6% 0.7% HAYWARDS BAY 1 1 0.0% 0.0% 0.3% 0.2% HORSLEY 2 2 7 11 2.1% 1.6% 2.1% 2.0% JAMBEROO 2 6 8 0.0% 1.6% 1.8% 1.4% KANAHOOKA 2 1 3 6 2.1% 0.8% 0.9% 1.1% KIAMA 3 2 5 0.0% 2.4% 0.6% 0.9% KIAMA DOWNS 2 3 3 8 2.1% 2.4% 0.9% 1.4% KOONAWARRA 2 1 2 5 2.1% 0.8% 0.6% 0.9% LAKE HEIGHTS 1 1 3 5 1.0% 0.8% 0.9% 0.9% LAKE ILLAWARRA 1 2 2 5 1.0% 1.6% 0.6% 0.9% LAKE ILLAWARRA SOUTH 1 2 3 1.0% 0.0% 0.6% 0.5% MARSHALL MOUNT 1 1 0.0% 0.0% 0.3% 0.2% MINNAMURRA 1 2 3 1.0% 0.0% 0.6% 0.5% MOUNT KEMBLA 1 1 0.0% 0.0% 0.3% 0.2% MOUNT WARRIGAL 2 2 3 7 2.1% 1.6% 0.9% 1.3%

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Suburb of Origin Creamery Road McDonalds Woolworths Total Creamery Road McDonalds Woolworths Total NORTH MACQUARIE 1 1 0.0% 0.0% 0.3% 0.2% OAK FLATS 8 3 10 21 8.3% 2.4% 3.0% 3.8% PORT KEMBLA 1 1 0.0% 0.8% 0.0% 0.2% PRIMBEE 1 1 2 1.0% 0.0% 0.3% 0.4% ROBERTSON 2 4 6 0.0% 1.6% 1.2% 1.1% SHELL COVE 2 1 4 7 2.1% 0.8% 1.2% 1.3% SHELLHARBOUR 1 1 2 1.0% 0.0% 0.3% 0.4% SHELLHARBOUR CITY CENTRE 1 1 0.0% 0.8% 0.0% 0.2% TONGARRA 1 4 5 0.0% 0.8% 1.2% 0.9% TULLIMBAR 4 4 0.0% 0.0% 1.2% 0.7% WARILLA 1 3 2 6 1.0% 2.4% 0.6% 1.1% WINDANG 1 1 2 0.0% 0.8% 0.3% 0.4% Wollongong Area 8 6 6 20 8.3% 4.8% 1.8% 3.6% BALGOWNIE 1 1 0.0% 0.0% 0.3% 0.2% CORRIMAL 1 2 1 4 1.0% 1.6% 0.3% 0.7% EAST CORRIMAL 1 1 1.0% 0.0% 0.0% 0.2% FAIRY MEADOW 2 2 0.0% 1.6% 0.0% 0.4% FERNHILL 1 1 0.0% 0.0% 0.3% 0.2% FIGTREE 3 3 3.1% 0.0% 0.0% 0.5% NORTH WOLLONGONG 1 1 0.0% 0.0% 0.3% 0.2% TOWRADGI 1 1 0.0% 0.8% 0.0% 0.2% WEST WOLLONGONG 1 1 1.0% 0.0% 0.0% 0.2% WOLLONGONG 1 1 1 3 1.0% 0.8% 0.3% 0.5% WOONONA 1 1 2 1.0% 0.0% 0.3% 0.4% Further North than Bulli 8 34 26 68 8.3% 27.4% 7.8% 12.3% ABBOTSBURY 1 1 0.0% 0.0% 0.3% 0.2% ALEXANDRIA 1 1 2 1.0% 0.8% 0.0% 0.4% ALFORDS POINT 1 1 1.0% 0.0% 0.0% 0.2% ASHFIELD 1 1 0.0% 0.0% 0.3% 0.2% BELROSE 1 1 0.0% 0.0% 0.3% 0.2%

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Suburb of Origin Creamery Road McDonalds Woolworths Total Creamery Road McDonalds Woolworths Total BIRCHGROVE 1 1 0.0% 0.8% 0.0% 0.2% BONNYRIGG 1 1 0.0% 0.0% 0.3% 0.2% BROOKVALE 1 1 0.0% 0.8% 0.0% 0.2% BURRANEER 1 1 0.0% 0.8% 0.0% 0.2% CARINGBAH SOUTH 1 1 0.0% 0.0% 0.3% 0.2% CHATSWOOD 2 2 0.0% 0.0% 0.6% 0.4% DEE WHY 1 1 0.0% 0.0% 0.3% 0.2% EDENSOR PARK 1 1 0.0% 0.8% 0.0% 0.2% ERINA 1 1 0.0% 0.8% 0.0% 0.2% FAIRFIELD WEST 1 1 0.0% 0.0% 0.3% 0.2% GOONELLABAH 1 1 0.0% 0.8% 0.0% 0.2% HILLSDALE 1 1 0.0% 0.0% 0.3% 0.2% HUNTINGWOOD 1 1 0.0% 0.8% 0.0% 0.2% HURSTVILLE 1 1 0.0% 0.8% 0.0% 0.2% KINGS PARK 1 1 0.0% 0.0% 0.3% 0.2% LANE COVE WEST 1 1 1.0% 0.0% 0.0% 0.2% LEONAY 1 1 0.0% 0.8% 0.0% 0.2% LIVERPOOL 1 1 2 1.0% 0.8% 0.0% 0.4% MACQUARIE PARK 1 1 0.0% 0.0% 0.3% 0.2% MAITLAND 1 1 0.0% 0.0% 0.3% 0.2% MANLY 1 1 0.0% 0.0% 0.3% 0.2% MARRICKVILLE 1 1 2 0.0% 0.8% 0.3% 0.4% MASCOT 1 1 0.0% 0.8% 0.0% 0.2% MENAI 1 1 0.0% 0.0% 0.3% 0.2% MERRYLANDS 1 1 0.0% 0.0% 0.3% 0.2% MINTO 1 1 0.0% 0.8% 0.0% 0.2% MOSMAN 1 1 0.0% 0.8% 0.0% 0.2% MOUNT ANNAN 1 1 0.0% 0.0% 0.3% 0.2% NARELLAN VALE 2 2 0.0% 1.6% 0.0% 0.4% NEWCASTLE 3 3 0.0% 2.4% 0.0% 0.5% NORTH ROCKS 1 1 0.0% 0.0% 0.3% 0.2%

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Suburb of Origin Creamery Road McDonalds Woolworths Total Creamery Road McDonalds Woolworths Total NORTH STRATHFIELD 1 1 0.0% 0.0% 0.3% 0.2% PEAKHURST 1 1 0.0% 0.8% 0.0% 0.2% PENRITH 1 1 0.0% 0.0% 0.3% 0.2% POTTS HILL 1 1 0.0% 0.8% 0.0% 0.2% PUNCHBOWL 1 1 1.0% 0.0% 0.0% 0.2% PYMBLE 1 1 0.0% 0.8% 0.0% 0.2% ROSE BAY 1 1 0.0% 0.8% 0.0% 0.2% SEVEN HILLS 1 1 0.0% 0.0% 0.3% 0.2% SILVERDALE 1 1 0.0% 0.8% 0.0% 0.2% SUMMER HILL 1 1 0.0% 0.8% 0.0% 0.2% SUTHERLAND 1 1 0.0% 0.0% 0.3% 0.2% SYDNEY 1 1 0.0% 0.0% 0.3% 0.2% TELOPEA 1 1 1.0% 0.0% 0.0% 0.2% THE PONDS 1 1 0.0% 0.0% 0.3% 0.2% THORNLEIGH 1 1 0.0% 0.8% 0.0% 0.2% TURRELLA 1 1 0.0% 0.8% 0.0% 0.2% WATTLE GROVE 1 1 1.0% 0.0% 0.0% 0.2% WAVERLEY 1 1 0.0% 0.8% 0.0% 0.2% WENTWORTHVILLE 1 1 0.0% 0.8% 0.0% 0.2% WERRINGTON 1 1 0.0% 0.8% 0.0% 0.2% WINDSOR 2 2 0.0% 1.6% 0.0% 0.4% WINMALEE 1 1 1.0% 0.0% 0.0% 0.2% WOLLI CREEK 1 1 0.0% 0.8% 0.0% 0.2% WOOLLAHRA 1 1 0.0% 0.0% 0.3% 0.2% Further South than Gerringong 2 11 4 17 2.1% 8.9% 1.2% 3.1% BATEMANS BAY 1 1 1 3 1.0% 0.8% 0.3% 0.5% BOMADERRY 2 2 0.0% 1.6% 0.0% 0.4% LOCKHART 1 1 0.0% 0.0% 0.3% 0.2% MANYANA 1 1 0.0% 0.8% 0.0% 0.2% MOLLYMOOK BEACH 1 1 0.0% 0.8% 0.0% 0.2%

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Suburb of Origin Creamery Road McDonalds Woolworths Total Creamery Road McDonalds Woolworths Total NOWRA 2 2 0.0% 0.0% 0.6% 0.4% ORIENT POINT 1 1 0.0% 0.8% 0.0% 0.2% SHOALHAVEN HEADS 1 1 0.0% 0.8% 0.0% 0.2% TABOURIE LAKE 1 1 1.0% 0.0% 0.0% 0.2% TOMERONG 1 1 0.0% 0.8% 0.0% 0.2% VINCENTIA 2 2 0.0% 1.6% 0.0% 0.4% WORRIGEE 1 1 0.0% 0.8% 0.0% 0.2% Further West than Robertson 1 1 3 5 1.0% 0.8% 0.9% 0.9% CANYONLEIGH 1 1 0.0% 0.0% 0.3% 0.2% DUBBO 1 1 0.0% 0.0% 0.3% 0.2% PENROSE 1 1 2 1.0% 0.0% 0.3% 0.4% SUTTON FOREST 1 1 0.0% 0.8% 0.0% 0.2% INTERSTATE 1 4 7 12 1.0% 3.2% 2.1% 2.2% Unknown 13 22 36 71 ------Grand Total 109 146 370 625

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Vehicles present for more than 1.5 hours Suburb of Origin Creamery Road McDonalds Woolworths Total Dapto ‐ Kiama Area 33 47 81 161

ALBION PARK 5 10 28 43 ALBION PARK RAIL 7 7 5 19 BARRACK HEIGHTS 4 4 8 BERKELEY 3 3 CALDERWOOD 1 1 CORDEAUX HEIGHTS 2 2 DAPTO 4 11 15 FARMBOROUGH HEIGHTS 2 1 3 FLINDERS 4 4 GERRINGONG 2 1 2 5 HORSLEY 1 2 8 11 KANAHOOKA 1 2 3 KIAMA 1 1 KIAMA DOWNS 1 2 3 KOONAWARRA 1 2 3 LAKE HEIGHTS 2 3 5 LAKE ILLAWARRA 3 1 4 LAKE ILLAWARRA SOUTH 2 2 MOUNT WARRIGAL 1 2 1 4 OAK FLATS 1 2 3 ROBERTSON 1 2 3 SHELL COVE 2 3 5 SHELLHARBOUR 2 2 TONGARRA 1 1 WARILLA 1 3 4 WINDANG 2 2 4 Wollongong Area 8 3 0 11 CORRIMAL 2 1 3

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EAST CORRIMAL 2 2 FAIRY MEADOW 2 2 FIGTREE 1 1 WEST WOLLONGONG 2 2 WOONONA 1 1 Further North than Bulli 1 2 2 5 ASHFIELD 1 1 BURRANEER 2 2 SYDNEY 1 1 WATTLE GROVE 1 1 Further South than Gerringong 0 1 0 1 WORRIGEE 1 1 INTERSTATE 1 3 4 Unknown 3 2 5 Total 45 54 88 187 (41.3%) (37.0%) (23.8%) (29.9%) Grand Total 109 146 370 625

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Vehicles present for more than 3 hours Suburb of Origin Creamery Road McDonalds Woolworths Total Dapto ‐ Kiama Area 11 15 27 53 (14.5%) (22.1%) (9.4%) (12.3%) ALBION PARK 1 4 10 15 ALBION PARK RAIL 3 2 2 7 BARRACK HEIGHTS 1 0 2 3 BERKELEY 1 1 CORDEAUX HEIGHTS 1 1 DAPTO 2 3 5 FARMBOROUGH HEIGHTS 1 1 FLINDERS 2 2 GERRINGONG 1 1 2 HORSLEY 1 3 4 KANAHOOKA 1 1 KIAMA DOWNS 1 1 LAKE HEIGHTS 1 1 LAKE ILLAWARRA 1 1 LAKE ILLAWARRA SOUTH 1 1 ROBERTSON 1 1 SHELL COVE 1 1 2 SHELLHARBOUR 1 1 WARILLA 1 1 WINDANG 1 1 2 Wollongong Area 3 1 0 4 CORRIMAL 1 1 EAST CORRIMAL 1 1 FAIRY MEADOW 1 1 WEST WOLLONGONG 1 1 Further North than Bulli 0 1 0 1 BURRANEER 1 1 INTERSTATE 1 1 2

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Unknown 1 1 2 Total 14 16 27 57 (12.8%) (11.0%) (7.3%) (9.1%) Grand Total 109 146 370 625

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ATTACHMENT C Shopper Survey Data

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Shopper Survey ‐ 4th December 2014

1. Which suburb do you live in?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % 42 57.5% 13 17.6% 55 37.4% Albion Park Rail 29 39.7% 7 9.5% 36 24.5% Albion Park 13 17.8% 6 8.1% 19 12.9% East 8 11.0% 11 14.9% 19 12.9% Oak Flats 0 0.0% 3 4.1% 3 2.0% Blackbutt 4 5.5% 1 1.4% 5 3.4% Mount Warrigal 0 0.0% 3 4.1% 3 2.0% Barrack Heights 1 1.4% 0 0.0% 1 0.7% Flinders 1 1.4% 0 0.0% 1 0.7% Shellharbour 0 0.0% 1 1.4% 1 0.7% Shell Cove 0 0.0% 2 2.7% 2 1.4% Dunmore 0 0.0% 1 1.4% 1 0.7% Warilla 2 2.7% 0 0.0% 2 1.4% North 8 11.0% 9 12.2% 17 11.6% Haywards Bay 1 1.4% 0 0.0% 1 0.7% Yallah 0 0.0% 1 1.4% 1 0.7% Port Kembla and Surrounds 2 2.7% 1 1.4% 3 2.0% Dapto 4 5.5% 0 0.0% 4 2.7% Wollongong 1 1.4% 7 9.5% 8 5.4% West 2 2.7% 2 2.7% 4 2.7%

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Calderwood 1 1.4% 0 0.0% 1 0.7% Jamberoo 1 1.4% 1 1.4% 2 1.4% Robertson 0 0.0% 1 1.4% 1 0.7% South 6 8.2% 4 5.4% 10 6.8% Kiama Downs 2 2.7% 0 0.0% 2 1.4% Minnamurra 2 2.7% 0 0.0% 2 1.4% Kiama 2 2.7% 2 2.7% 4 2.7% Berry 0 0.0% 1 1.4% 1 0.7% Nowra 0 0.0% 1 1.4% 1 0.7% Outside Region 7 9.6% 34 45.9% 41 27.9% Sydney 5 6.8% 18 24.3% 23 15.6% North of Sydney 0 0.0% 2 2.7% 2 1.4% South of Nowra 2 2.7% 11 14.9% 13 8.8% Blue Mountains 0 0.0% 2 2.7% 2 1.4% Dubbo 0 0.0% 1 1.4% 1 0.7% Not Stated 0 0.0% 1 1.4% 1 0.7% Grand Total 73 74 147

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2. (a) Is this the main shopping centre where you do your food and grocery shopping?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Yes 1 1.4% 9 12.2% 10 6.8% Yes, also with other locations 0 0.0% 2 2.7% 2 1.4% Elsewhere 72 98.6% 63 85.1% 135 91.8% Grand Total 73 74 147

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2 (b) Where do you usually buy your food and groceries?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. %

Albion Park Rail ‐ Aldi 10 13.7% 3 4.1% 13 8.8% Albion Park Rail ‐ Aldi & Stockland Shellharbour 0 0.0% 2 2.7% 2 1.4% Albion Park Rail ‐ Aldi & Albion Park Woolworths 2 2.7% 1 1.4% 3 2.0% Albion Park Rail ‐ Aldi & Warilla Grove 0 0.0% 1 1.4% 1 0.7% Albion Park Rail ‐ Aldi & Kiama 1 1.4% 0 0.0% 1 0.7% Albion Park 17 23.3% 3 4.1% 20 13.6% Albion Park/ Dapto 1 1.4% 0 0.0% 1 0.7% Albion Park/ Stockland Shellharbour 4 5.5% 0 0.0% 4 2.7% East Stockland Shellharbour 18 24.7% 8 10.8% 26 17.7% Stockland Shellharbour & Kiama 0 0.0% 2 2.7% 2 1.4% Stockland Shellharbour & Dapto 1 1.4% 0 0.0% 1 0.7% Warilla Grove 1 1.4% 1 1.4% 2 1.4% North Warrawong 2 2.7% 0 0.0% 2 1.4% Dapto 5 6.8% 1 1.4% 6 4.1% Wollongong 1 1.4% 7 9.5% 8 5.4% South Kiama 2 2.7% 0 0.0% 2 1.4%

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Nowra 0 0.0% 8 10.8% 8 5.4% Outside Region Sydney 5 6.8% 18 24.3% 23 15.6% North of Sydney 0 0.0% 2 2.7% 2 1.4% South of Nowra 2 2.7% 6 8.1% 8 5.4% Blue Mountains 0 0.0% 2 2.7% 2 1.4% Dubbo 0 0.0% 1 1.4% 1 0.7% No regular location 1 1.4% 0 0.0% 1 0.7% Not Stated 0 0.0% 8 10.8% 8 5.4% Grand Total 73 74 147

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2(c) What are you buying here today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. %

Meal 9 12.3% 59 79.7% 68 46.3% Meal + Post Office 1 1.4% 0 0.0% 1 0.7% Meal + Bakery 2 2.7% 0 0.0% 2 1.4% Meal + ATM 1 1.4% 0 0.0% 1 0.7% Afternoon tea/ Morning tea 8 11.0% 0 0.0% 8 5.4%

Afternoon tea/ Morning tea, Newsagent 1 1.4% 0 0.0% 1 0.7% Bakery 12 16.4% 0 0.0% 12 8.2% Bakery, Newsagent 1 1.4% 0 0.0% 1 0.7% Bakery, ATM 1 1.4% 0 0.0% 1 0.7%

Newsagent 10 13.7% 0 0.0% 10 6.8%

Post Office (inc. Mail, Bill Paying) 9 12.3% 0 0.0% 9 6.1% Post Office, Bakery 1 1.4% 0 0.0% 1 0.7%

Purchase alcohol 0 0.0% 13 17.6% 13 8.8%

Chemist 2 2.7% 0 0.0% 2 1.4%

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Chemist, Newsagent 1 1.4% 0 0.0% 1 0.7% Chemist, Post Office 1 1.4% 0 0.0% 1 0.7% Doctor 1 1.4% 0 0.0% 1 0.7% Doctor, Bakery 1 1.4% 0 0.0% 1 0.7% Haircut 1 1.4% 0 0.0% 1 0.7% Haircut, Bakery 2 2.7% 0 0.0% 2 1.4% Hair cut, Bakery, Post Office 1 1.4% 0 0.0% 1 0.7% Pawn Shop 1 1.4% 0 0.0% 1 0.7%

Passing by 2 2.7% 0 0.0% 2 1.4% Use amenities (Toilet) 0 0.0% 1 1.4% 1 0.7% Working 2 2.7% 1 1.4% 3 2.0% Job seeking 1 1.4% 0 0.0% 1 0.7% Not stated 1 1.4% 0 0.0% 1 0.7% Grand Total 73 74 147

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3. Why did you decide to buy this here today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Close to Home 17 23.3% 8 10.8% 25 17.0% Close to Home, Good Quality 2 2.7% 0 0.0% 2 1.4% Close to Home, Plenty of parking 1 1.4% 0 0.0% 1 0.7% Close to Home, Passing by 6 8.2% 0 0.0% 6 4.1%

Close to Home, Customer of Commercial Services 3 4.1% 0 0.0% 3 2.0% Work in the Area 4 5.5% 1 1.4% 5 3.4% Passing by 25 34.2% 7 9.5% 32 21.8% Visiting Doctor/ Dentist 4 5.5% 1 1.4% 5 3.4% Visiting family (in area) 0 0.0% 0 0.0% 0 0.0% Having coffee 0 0.0% 27 36.5% 27 18.4% Meal 3 4.1% 28 37.8% 31 21.1% Customer of Commercial Services 6 8.2% 0 0.0% 6 4.1% Not Shopping 0 0.0% 1 1.4% 1 0.7% Use amenities (Toilet) 0 0.0% 1 1.4% 1 0.7% Working/ Delivery 2 2.7% 0 0.0% 2 1.4% Grand Total 73 74 147

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4. How often do you shop here?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % More than once per week 46 63.0% 13 17.6% 59 40.1% Weekly 7 9.6% 6 8.1% 13 8.8% Fortnightly 6 8.2% 4 5.4% 10 6.8% Monthly 8 11.0% 15 20.3% 23 15.6% Rarely 6 8.2% 36 48.6% 42 28.6% Grand Total 73 74 147

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5. How long will you be here today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Under 15 minutes 53 72.6% 46 62.2% 99 67.3% 15 – 30 minutes 10 13.7% 21 28.4% 31 21.1% 30 – 60 minutes 7 9.6% 5 6.8% 12 8.2% More than 60 minutes 2 2.7% 1 1.4% 3 2.0% Not Stated 1 1.4% 1 1.4% 2 1.4% Grand Total 73 74 147

6. How did you arrive here today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Car ‐ Driver 59 80.8% 72 97.3% 131 89.1% Car ‐ Passenger 3 4.1% 0 0.0% 3 2.0% Car ‐ Driver and Passenger 1 1.4% 1 1.4% 2 1.4% 63 86.3% 73 98.6% 136 92.5% Walk 8 11.0% 0 0.0% 8 5.4% Motorcycle 0 0.0% 0 0.0% 0 0.0%

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Bus 0 0.0% 1 1.4% 1 0.7% Bicycle 1 1.4% 0 0.0% 1 0.7% Train 1 1.4% 0 0.0% 1 0.7% Grand Total 73 74 147

7. Where did you park today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Did not Drive 10 13.7% 0 0.0% 10 6.8% On Princes Highway 35 47.9% 0 0.0% 35 23.8% Off‐Street, Rear 27 37.0% 0 0.0% 27 18.4% Off‐Street, Frontage 0 0.0% 67 90.5% 67 45.6% Not Stated 1 1.4% 7 9.5% 8 5.4% Grand Total 73 74 147

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8. How much did you spend today?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % < $10 29 39.7% 37 50.0% 66 44.9% $10 to $50 39 53.4% 33 44.6% 72 49.0% $50 to $100 4 5.5% 1 1.4% 5 3.4% $100+ 1 1.4% 2 2.7% 3 2.0% Not Stated 0 0.0% 1 1.4% 1 0.7% Grand Total 73 74 147

9. May I ask your age?

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Under 18 Years 4 5.5% 3 4.1% 7 4.8% 18 – 24 Years 4 5.5% 11 14.9% 15 10.2% 25 ‐ 29 Years 3 4.1% 2 2.7% 5 3.4% 30 ‐ 34 Years 3 4.1% 7 9.5% 10 6.8% 35 ‐ 39 Years 4 5.5% 4 5.4% 8 5.4%

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40 ‐ 44 Years 9 12.3% 4 5.4% 13 8.8% 45 ‐ 49 Years 5 6.8% 1 1.4% 6 4.1% 50 ‐ 54 Years 2 2.7% 10 13.5% 12 8.2% 55 ‐ 59 Years 6 8.2% 5 6.8% 11 7.5% 60 – 64 Years 9 12.3% 9 12.2% 18 12.2% 65+ Years 22 30.1% 18 24.3% 40 27.2% Refused 2 2.7% 0 0.0% 2 1.4% Surveys with multiple respondents 10 24 Grand Total 73 74 147

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10. Gender

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. % Male 45 61.6% 27 36.5% 72 49.0% Female 25 34.2% 30 40.5% 55 37.4% Not Recorded 0 0.0% 1 1.4% 1 0.7% Both Male & Female 3 4.1% 16 21.6% 19 12.9% Surveys with multiple respondents 10 24 Grand Total 73 74 147

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AA. 'Passing‐by' by suburb of origin

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. %

Albion Park Rail 7 22.6% 4 6.3% 11 11.7% Albion Park 7 22.6% 3 4.8% 10 10.6% East Oak Flats 2 3.2% 2 2.1% Blackbutt 1 3.2% 1 1.6% 2 2.1% Mount Warrigal 3 4.8% 3 3.2% Barrack Heights 1 3.2% 1 1.1% Flinders Shellharbour 1 1.6% 1 1.1% Shell Cove 2 3.2% 2 2.1% Dunmore Warilla 1 3.2% 1 1.1% North Haywards Bay 1 3.2% 1 1.1% Yallah 1 1.6% 1 1.1% Port Kembla and Surrounds 1 3.2% 1 1.6% 2 2.1% Dapto 1 3.2% 1 1.1% Wollongong 6 9.5% 6 6.4% West Calderwood 1 3.2% 1 1.1% Jamberoo 1 3.2% 1 1.6% 2 2.1%

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Robertson 1 1.6% 1 1.1% South Kiama Downs 2 6.5% 2 2.1% Minnamurra 1 3.2% 1 1.1% Kiama 2 3.2% 2 2.1% Berry 1 1.6% 1 1.1% Nowra 1 1.6% 1 1.1% Outside Region 6 19.4% 33 52.4% 39 41.5% Sydney 5 16.1% 17 27.0% 22 23.4% North of Sydney 2 3.2% 2 2.1% South of Nowra 1 3.2% 10 15.9% 11 11.7% Blue Mountains 2 3.2% 2 2.1% Dubbo 1 1.6% 1 1.1% Not Stated 1 1.6% 1 1.1% Sub‐total 31 42.5% 63 85.1% 94 63.9% Survey total 73 74 147 * Passing‐by, meal, coffee, use amenities

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BB. How often shop by Suburb of Origin * at least weekly

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. %

Albion Park 10 18.9% 2 10.5% 12 16.7% Albion Park Rail 28 52.8% 5 26.3% 33 45.8% East Oak Flats 1 5.3% 1 1.4% Blackbutt 3 5.7% 3 4.2% Mount Warrigal Barrack Heights Flinders 1 1.9% 1 1.4% Shellharbour 1 5.3% 1 1.4% Shell Cove 1 5.3% 1 1.4% Dunmore Warilla 1 1.9% 1 1.4% North Haywards Bay 1 1.9% 1 1.4% Yallah 1 5.3% 1 1.4% Port Kembla and Surrounds Dapto 4 7.5% 4 5.6% Wollongong 1 1.9% 2 10.5% 3 4.2% West

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Calderwood 1 1.9% 1 1.4% Jamberoo Robertson 1 5.3% 1 1.4% South Kiama Downs 2 3.8% 2 2.8% Minnamurra Kiama 1 1.9% 1 5.3% 2 2.8% Berry 1 5.3% 1 1.4% Nowra Outside Region 0 0.0% 3 15.8% 3 4.2% Sydney North of Sydney South of Nowra 2 10.5% 2 2.8% Blue Mountains Dubbo Not Stated 1 5.3% 1 1.4% Sub‐total 53 72.6% 19 25.7% 72 49.0% Survey total 73 74 147

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BB. How often shop by Suburb of Origin * Rarely

Creamery Road to McDonalds/ Oaks Hargraves Avenue Hotel Combined Total No. % No. % No. %

Albion Park Rail 1 16.7% 1 2.4% Albion Park 1 16.7% 1 2.8% 2 4.8% East Oak Flats 1 2.8% 1 2.4% Blackbutt Mount Warrigal 3 8.3% 3 7.1% Barrack Heights Flinders Shellharbour Shell Cove Dunmore 1 2.8% 1 2.4% Warilla North Haywards Bay Yallah Port Kembla and Surrounds 1 16.7% 1 2.4% Dapto Wollongong 3 8.3% 3 7.1%

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West Calderwood Jamberoo 1 2.8% 1 2.4% Robertson South Kiama Downs Minnamurra Kiama 1 2.8% 1 2.4% Berry Nowra Outside Region 3 50.0% 25 69.4% 28 66.7% Sydney 3 50.0% 13 36.1% 16 38.1% North of Sydney 2 5.6% 2 4.8% South of Nowra 7 19.4% 7 16.7% Blue Mountains 2 5.6% 2 4.8% Dubbo 1 2.8% 1 2.4% Not Stated Sub‐total 6 8.2% 36 48.6% 42 28.6% Survey total 73 74 147

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