Duplication of the Southern Expressway | Project Impact Report Supplement Report

Part A: Summary of submissions and responses

Summary of submissions and responses

Local government submissions (LGS)

Reference Issue Project Impact Response number Report reference LGS001.1 Council welcomes the state government’s commitment and funding Noted for the project LGS001.2 The community has significant expectations of the project having Existing expressway deficiencies identified by DPTI that are within the project’s experienced the limitations of the one way expressway since it was scope will be addressed. first completed. Following announcement of the duplication project Refer to Supplement Part B Updated concept design expectation has remained high that all of the current expressway deficiencies would be addressed. Duplicating the Southern Expressway, to provide a high standard two-way expressway, supports key objectives of the Strategic Infrastructure Plan for South 204/5–2014/15 (Government of 2005) and The 30-Year Plan for Greater (DPLG 2010). LGS001.3 The completion of other major road construction projects in Adelaide The duplication of the Southern Expressway will significantly improve the Level of in recent years allows comparison between the level of service Service (LOS) across the southern road network. In addition to the information offered on other parts of metropolitan area against that of the provided in 14.3.4 and 14.4.4 of the Project Impact Report, the additional northbound Southern Expressway Duplication concept. lane between Darlington and Reynella will improve the LOS to B in 2031 from existing LOS C. LGS001.4 The question of equity of access for southern residents to this new Refer to Supplement Part B Updated concept design 2.3 Traffic volumes and access infrastructure has been raised with our elected members. LGS001.5 Council seeks an update on the future employment opportunities. Refer to Supplement Section 3.2.1 Predicted employment and business opportunities LGS001.6 Reynella East interchange (Panalatinga / Main South / Old South PIR 3.3 Refer to Supplement Part B Updated concept design 2.3 Traffic volumes and access Roads intersection) High standard access to Main South Road is provided for traffic via Panalatinga The project does not respond to numerous previous requests for Road and Reynella Road. In addition, the existing road network will better meet local access to / from the south via the expressway or to / from the north trip demand and cater for access to these communities than the expressway. via Main South Road at Reynella East. DPTI’s position is that additional access is not warranted as access and capacity is available via existing north / south routes including Main South and Flagstaff Roads.

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Duplication of the Southern Expressway | Project Impact Report Supplement Report

Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference There are however significant connectivity issues with the existing north/south routes including: . no southbound access to Main South Road from Kenihans Road (traffic is directed through Old Reynella) . the southern end of Panalatinga Road does not connect directly to Main South Road (traffic instead directed via Wheatsheaf and States Road). The lack of southbound access to residents of Reynella, Flagstaff Hill, Aberfoyle Park and Happy Valley raises issues of equitable access and does not address one of the key benefits of the project (as detailed in Section 2.3 page 7 of Project Impact Report – Executive Summary) to improve accessibility to shopping and community facilities. LGS001.8 Beach Road interchange and traffic management issues The updated concept design includes significant improvements at the Beach Road The current scope of the expressway duplication project should be interchange, including widening on either side of the expressway and through to expanded to include an upgrade of Beach Road between the existing Goldsmith Drive. Both upgrades will address traffic congestion. expressway interchange roundabout and the Goldsmith Drive Existing pedestrian access at this location will be maintained with further intersection to provide for four lanes of traffic and improved investigation as the design is refined. pedestrian access on the south side. LGS001.9 Old Noarlunga interchange The current concept provides a signalised junction at Old Noarlunga with existing movements maintained and a formalised left turn from the Southern Expressway to The current scope of the expressway duplication project should be expanded to provide all direction access at the Old Noarlunga Main South Road included for north-bound traffic. interchange particularly noting the inclusion of Hackham south east The interchange is designed to cater for 2031 traffic volumes articulated in the 30- for residential development as per the 30-Year Plan for Greater Year Plan for Greater Adelaide. Adelaide. LGS001.10 Christie Creek PIR 3.4 Potential impacts on Christie Creek will be managed by DPTI and the successful DPTI will be required to manage the impacts on Christie Creek of the design and construct contractor with a Water Quality Risk Assessment (WQRA), a project both during and following completion of the project. Council Project Environmental Management Plan, a Contractor Environmental Management Plan and a Soil Erosion and Drainage Management Plan. seeks direct engagement of council staff in the preparation of an action plan to manage the project impacts and rehabilitation of As part of the initial WQRA for this project, stakeholders involved in the management Christie Creek at the project site and to 400 metres down stream. of watercourses along the corridor were invited to help set appropriate management

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Duplication of the Southern Expressway | Project Impact Report Supplement Report

Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference measures for the affected watercourses. A representative from attended the initial workshop (19 April 2011) and it is hoped they will attend future WQRA workshops as the project design is refined. We have received correspondence from a number of stakeholders about the degradation of Christie Creek and construction of the Southern Expressway in 1997 and 2001. The City of Onkaparinga undertook an investigation into erosion of the waterway beneath the Southern Expressway Bridge in 2002 and determined that erosion of the waterway at this location resulted from natural creek erosion and not the bridge. The same report links Christie Creek erosion with additional sediment load within the catchment due to general urbanisation. Given this, it is not our intention to rehabilitate 400 metres downstream as it is not a necessary measure to address any impact from the Southern Expressway. LGS001.11 Design excellence and public art The project presents a potential opportunity to work with the community on the Design excellence be incorporated into the major elements of the creation of new public art for the area. The feasibility of such a proposal will require project and that the indigenous community and artists be engaged as further investigation, including a business case. part of the design process. LGS001.12 Transport PIR 4.9 The Project Impact Report acknowledges the Southern Expressway - Main South The project address morning peak hour congestion near the Main Road interchange at Bedford Park is at capacity. The ultimate form of this South Road, Darlington section of the Southern Expressway. interchange will be developed as part of the Darlington Transport Project. For this reason, DPTI will improve the existing signalised junction while minimising investment in infrastructure that would be readily redundant. Refer to Supplement Section 2.3.1 Additional lane and 2.3.5.1 Bedford Park junction LGS002.1 There are some areas of concern for Marion in relation to the The concept design in the area has been refined following the release economic impact of construction and operation of the duplicated of the PIR (refer Part B Updated concept design maps). The project is also located expressway, and these including the Warriparinga area and the within an existing road reserve thus minimising further impacts. location of the Living Cultural Centre. The design and construct contract, among other matters, will require the contractor to Room hire which includes the Living Kaurna Cultural Centre building prepare a Contractor’s Environmental Management Plan (CEMP). This plan will need and Fairford House which offers a range of room hire options (some to address all of the project’s environmental aspects by identifying potential impacts of the customers of this area include Naturopathic clinics, Board room and articulating mitigation measures. The CEMP will address the management meetings etc.). requirements for the entire project, including heritage sites such as the Warriparinga

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference In addition to the bookings from the general public the Living Kaurna area. Cultural Centre is also utilised by the Kaurna community. Refer to Supplement 4.1 Environmental management, 3.9 Noise and vibration and In relation to the above, is concerned about the 3.3 Non-Aboriginal heritage following: DPTI will work with the City of Marion to minimise any potential economic impacts . The potential loss of income is conservatively estimated at during construction. approximately $50,000, as it is understood that the venue hire and cultural tours would be severely affected during the construction phase of the project (e.g. due to noise, dust, visual amenity, access and lack of appeal of the site). . The Living Kaurna Cultural Centre currently employs two casuals (20 hours per week) to operate the cultural tours. These casuals are also employed in other areas related to the operation of the cultural centre. It is likely that their employment would be severely impacted by a down-turn in overall business operations during the construction phase of the Expressway Project. . As the Warriparinga area is considered unique and an authentic indigenous experience within a natural and culturally rich environment there is the likelihood that the area will lose some of its market appeal and market positioning both during and after construction. Consequently City of Marion would appreciate consultation with DPTI in relation to compensation for loss of operational income. Given the importance of Warriparinga, City of Marion would advocate that as part of the Southern Expressway Duplication, a specific Warriparinga management plan be prepared. LGS002.2 City of Marion’s desire is to assist where practicable to minimise Establishing a small wetland in Warriparinga is not desirable as it is outside the increasing impacts during construction, especially in relation to existing road corridor. Existing Southern Expressway detention basins/stormwater sensitive areas along the expressway, including reserves and open treatment ponds are being reviewed as final designs are refined. spaces, for example: DPTI, with the Contractor, will identify suitable locations for stockpiles, equipment . DPTI have indicated the potential to create an extra wetland/pond and other construction activities. When selecting construction lay down areas the in the vicinity of Warriparinga, especially to manage possible environment will be considered and locations near sensitive areas such as increased discharge into the from the Darlington waterways and significant vegetation and habitat areas will be avoided.

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Reference Issue Project Impact Response number Report reference project (proposed). City of Marion would appreciate further Discussions are progressing with the Department of Environment and Natural information about this proposed element of the Southern Resources (DENR) and the Friends of O’Halloran Hill Recreation Park about using Expressway Duplication project. areas of O’Halloran Hill Recreation Park during construction and options for . With regard to the O’Halloran Hill Conservation Park, the rehabilitation post construction. opportunity exists to upgrade or enhance adjacent areas by DPTI will continue to liaise with DENR, City of Marion and the Friends of O’Halloran sensitive design, appropriate disposal (temporary or otherwise) of Hill Recreation Park as further investigation, design and identification of stockpile and excavated materials, and suitable location of material stockpiles, equipment locations progress. equipment and other construction facilities. To this end, City of Marion would be pleased to meet with DPTI to identify and investigate such opportunities. LGS002.3 In relation to the Warriparinga area, the following items are of As discussed in LGS002.1, a Contractor's Environmental Management Plan (CEMP) concern to Marion: will be developed. This plan will need to address the project’s environmental aspects by identifying potential impacts and articulating mitigation measures. The CEMP will . Coach House – this building is yet to be restored and is currently address the management requirements for the entire project, including heritage sites on the State Heritage list. The area is of high potential community such as the Warriparinga area. enterprise value to the overall business of the Living Kaurna Cultural Centre. There is potentially a high degree of risk for The project is located within an existing road corridor, with modifications to bridges damage to occur to the building as it is located within close being designed to avoid or minimise their effect on listed heritage sites. Additional vicinity to the Southern Expressway – Sturt Bridge construction areas considered to be of historical significance to the local community, but not listed site. on any heritage registers, are also being considered. . Fairford river crossing – there is a potential for this site, which has Throughout delivery of this project we will liaise with stakeholders, including property early indigenous and European historical value, to be physically owners, Friends of Warriparinga, the Indigenous Land Corporation and the impacted during construction. Department of Environment and Natural Resources, to manage and contain the impact of construction and its effects along the corridor. . The Pump station which is also heritage listed and which is adjacent to the Southern Expressway Sturt Bridge has significant DPTI will monitor the contractor’s adherence to the CEMP throughout construction historical value in the region. with regular audits and on-site inspections. City of Marion, again seeks to have clear management plans from DPTI has applied for an Aboriginal Heritage Act, Section 23 exemption; refer DPTI, as to how the above key historical sites will be managed during Supplement Section 3.4 Native Title and Aboriginal cultural heritage. the construction process. The main causes of vibration are piling and rock blasting, neither of which is likely to occur close to the Coach House at Warriparinga. Property condition assessment on structures of heritage value in proximity to the project area may be conducted prior to construction commencing.

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Reference Issue Project Impact Response number Report reference Warriparinga, including Fairford House and Coach House are State heritage listed items approximately 90 metres from the expressway and have been identified as properties requiring a property condition assessment prior to construction. Historic water pump and shed and Fairford River crossing are located ±4 metres and ±35 metres north of the current design respectively. Vibration monitoring and management of all structures adjacent to the expressway will form part of the Construction Noise and Vibration Management Plan (CNVMP) which will be developed by the Contractor. The contractor will be responsible for any construction related damage repair works on any structure impacted by the expressway project. Refer to Supplement 3.9 Noise and vibration and 3.3 Non-Aboriginal heritage LGS002.4 As mentioned in the section on Economic (in this response) the Prior to construction the contractor will be required to develop a Contractor’s following items are also of concern to Marion: Environmental Management Plan (CEMP) which will cover management of Aboriginal Heritage issues. . Cultural/wetland and Bush tucker tour access issues will occur during construction and will have significant impact upon cultural DPTI has applied for a Section 23 exemption under the Aboriginal Heritage Act 1988 product and the integrity of the site in being able to deliver its from the Minister for Aboriginal Affairs and Reconciliation. product to schools, visitors and community groups. . The spiritual connection to the land at Warriparinga, as the home As part of this process, the Affairs and Reconciliation Division of the Department of of Kaurna peoples and their ancestors requires care and the Premier and Cabinet initiated a survey of the project area which was completed sensitivity. Warriparinga is also the gateway to dreaming with an archaeologist and anthropologist and representatives of the indigenous and City of Marion would advocate for clear and respectful community. guidelines as to how construction will be articulated and managed. The Minister is currently reviewing this application . Aerosol art project – currently there are indigenous youth ‘art of The existing art work under the Sturt River bridge will be protected during respect’ paintings under the Sturt Bridge at Warriparinga – and construction. there is the potential for loss and/or damage during construction and subsequent loss of cultural integrity within the site of the new bridge. City of Marion would again highlight the need for the above items to be considered in an overall Warriparinga management plan in relation to the construction process.

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference LGS002.5 Fauna Passage A fauna survey has been completed by DPTI and it has been determined that there It is anticipated that there will be an increase in fauna in the future, is no need for fauna friendly underpasses. especially in relation to further work around issues of biodiversity in the region. It is understood that Koalas are sometimes encountered within the region and it is possible that numbers of these animals may increase. Design of the expressway should allow passage of fauna such as Koalas and minimise fragmentation of habitat, for example, the creation of walls tends to limit movement of these creatures and increases their exposure to vehicle hits. It is recommended that ‘fauna-friendly’ underpasses are located in areas where green space occurs on either side of the expressway such as around the Young Street Bridge, Glenthorne Farm and the O’Halloran Hill Recreation Park. LGS002.6 Warriparinga Works will occur within the existing road corridor. The current design will have the new carriageway adjacent to the existing expressway, which will reduce the impact Factors of concern within the Warriparinga site include: footprint. . The site of construction near and around the Sturt River Bridge Construction works near and around Sturt River bridge will be managed to minimise will have significant impact upon the diverse native grass species impacts to the surrounding environment. and the recent re-vegetation that has occurred during the past 10 years by the local Friends of Warriparinga. Various and unique Prior to construction the contractor will be required to develop a Contractor’s species of native grasses and provident species can be found Environmental Management Plan (CEMP) to manage environmental impacts within this part of the park. This part of the park, especially with associated with construction of the project, which will include a Soil Erosion and regard to indigenous plants makes it a most diverse and Drainage Management Plan. The CEMP will include appropriate measures for botanically rich area. managing and mitigating specific impacts to fauna, including minimising machinery movement in vegetated areas; including areas of native vegetation and significant . Superb blue wren and a habitat for Purple Spotted Gudgeon will habitat. The CEMP will also include species-specific measures if necessary as well be under threat with habitat loss. Also, Adelaide’s long-neck as undertaking monitoring and procedures in the event that adverse impacts to one Tortoise has a strong population within this section of the park. or more species are identified. . Habitat loss (fauna threatened) has a significant impact upon the Revegetation and landscaping will be undertaken once works are completed to re- ‘authentic cultural experience’ of Warriparinga for visitors, school establish removed habitat. students and tourists.

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Reference Issue Project Impact Response number Report reference LGS002.7 Biodiversity The Sturt and Field rivers within and adjacent to the Southern Expressway were Marion’s large open spaces and rocky coastal environment have included in the flora and fauna surveys undertaken during the planning phase of the been identified by our community as the most valued features of our project. Consideration will be given to the biodiversity of the Sturt and Field Rivers during detailed design. region. The native plants and animals that live in these environments add to the character and our unique identity. Seed collection of local indigenous vegetation within the Southern Expressway City of Marion values these enhanced landscapes, habitats and local Corridor is currently being undertaken. This seed will be grown and used to revegetate the duplicated Southern Expressway corridor. biodiversity and aims to protect areas of existing biodiversity and restore areas that have become degraded. Part of this direction is to Revegetation and landscaping will be undertaken once works are completed to re- establish the biodiversity corridors such as the Great Southern Urban establish removed vegetation and habitat. During detailed design consideration will Forest (GSUF). The Sturt River has also been identified as a future be given to the use of recycled and low impact materials in landscaping. biodiversity corridor (as well as greenways along transport corridors Construction works near and around Sturt River bridge will be managed to minimise such as the Tonsley line). To support these directions, the following impacts to the River and surrounding environment. comments are provided: While the project has some impact on the , DPTI has received no . City of Marion supports the retention of local indigenous indication that minor realignments to the Field River within the vicinity of the vegetation and would strongly promote a ‘no species loss’ target. expressway have any impact on rare species. Every effort will be made to minimise The Field River valley does contain some plant species not found impact to any sensitive areas through adherence to the projects Contractor’s elsewhere within the Council area, these rare species must be Environmental Management Plan (CEMP). protected. Prior to construction, the contractor will be required to develop the CEMP to manage . Based on initial concept designs, Marion understands that large environmental impacts associated with construction of the project. The CEMP will areas of the existing re-vegetated buffer strip will need to be include appropriate measures for managing and mitigating specific impacts to fauna destroyed to make way for the duplicated road. City of Marion and flora, including any significant and remnant habitat. urges DPTI to preserve as much vegetation as possible and to re-instate a similar type of landscaping along the duplicated expressway corridor. . City of Marion is very supportive of the use of local indigenous plant species in landscaping – particularly the development of rain gardens through water sensitive urban design. . City of Marion strongly supports the retention of remnant native vegetation. In particular, there are several sites in the project area containing large remnant Eucalyptus camaldulensis. These trees are of a very high ecological and cultural significance and must be protected. This includes retaining the trees and ensuring any changes to environmental conditions, during construction and

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Reference Issue Project Impact Response number Report reference operation of the project, will not negatively impact upon the health of the trees. The use of recycled and low-impact materials in landscaping is strongly supported. LGS002.8 Biodiversity Surveys The Field River within and adjacent to the Southern Expressway was included in the Despite the disturbed state of the Field River, a range of native plant flora and fauna surveys undertaken during the planning phase of the project. and animal species still exist in this area. This information is further A search of the Biological Database of South Australia (BDBSA) (as maintained by described in the Field River and Waterfall Creek Biodiversity Department of Environment and Natural Resources (DENR)) was conducted during Management Plan. the early planning phase and information included in the Project Impact Report. The There are several rare and endangered species that have been BDBSA data supports decision making on environmental issues within the South Australian and Australian governments and wider community with the responsibility recorded in the Field River Valley that have been identified in this report. City of Marion notes that some significant references were for the storage and maintenance of the data held by the Science Resource Centre precluded in the literature review contained within their Project Impact within DENR. Well established relationships with SA Museum and State Herbarium Report, and recommends the following also are consulted especially curators and taxonomists support this function. The 730 datasets within the BDBSA includes vertebrate records (including birds, mammals, reptiles and amphibians), in relation to biodiversity in key sites along the expressway duplication route: flora records and photopoints. The BDBSA also includes records from a number of significant partners including: . Planning SA, DEH, City of Marion (2005), The Great Southern Urban Forest, endorsed by City of Marion February 2006. . SA Museum . City of Onkaparinga (2004), Riverine corridors scoping study, . SA Frog Atlas (SA Frog Census) Strategy and Policy Department, City of Onkaparinga. . Conservation organisations . Ecowise Environmental (2004), Part One: Review of . Private consultancy companies Macroinvertebrate Survey Data, Onkaparinga Catchment Water Management Board. . Birds SA . Ecowise Environmental (2004), Part Two: Water Quality Analysis . Birds Australia and Review, Onkaparinga Catchment Water Management Board. . Australasian Wader Study Group . Eco-management Services and ID&A (2000), Field River and During the biodiversity surveys, the BDBSA database was accessed and utilised. Waterfall Creek Riparian Zone Biodiversity Action Plan, Thank you for the list of additional resources provided. Onkaparinga Catchment Water Management Board. Further consideration will be given to the biodiversity of the Field River during . BC Tonkin and Associations (1998), The Field River Catchment detailed design and a Contractor’s Environmental Management Plan (CEMP) will be Water Management Plan, City of Onkaparinga and City of developed prior to construction to manage environmental impacts associated with Marion. construction of the project. The CEMP will include appropriate measures for

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Reference Issue Project Impact Response number Report reference . Green, P.S. (no publication date), Field River Catchment managing and mitigating specific impacts to fauna including minimising machinery Vegetation Survey, City of Onkaparinga. movement in vegetated areas, including areas of native vegetation and significant habitat. The CEMP will also include species-specific measures if necessary as well . EDAW (Australia), Jensen Planning and Design (1999), Field as undertaking monitoring and procedures in the event that adverse impacts to one River Valley Management Plan Discussion Paper, Unpublished. or more species are identified. In addition to these publications, there have also been fauna surveys Please also refer to above response LGS002.7. conducted by the South Australian Herpetological Group, the South Australian Butterfly Conservation Society and various avian surveys coordinated through Birds Australia. It is likely that these groups would be able to provide further information about the biodiversity of the Field River area. City of Marion would also like to request copies of any biodiversity surveys conducted at sites within Marion, especially in relation to the future management of the Field River area. LGS002.9 Hallett Bridge Wetland The proposed duplication of the expressway at Reynella interchange is ±40 m from City of Marion would appreciate further information about the the Hallett Bridge Wetland. It is not anticipated that the wetland will be potential impacts of construction in relation to the existing Hallett modified/upgraded; however it will form part of the review of all stormwater treatment Bridge Wetlands. This site is an important habitat for a range of ponds in light of the design changes. animal species – particularly birds. To address the construction works at the Reynella interchange, the Contractor’s It is also an important site in relation to water quality improvement Environmental Management Plan (CEMP) will include appropriate measures for and stormwater management. Marion advises that detailed fauna and managing and mitigating specific impacts to fauna, including minimising machinery flora surveys and a management plan have been completed for this movement in vegetated areas, including areas of native vegetation and significant site by Paul Green from Green Environmental Consultants. Given the habitat. The CEMP will also include species-specific measures if necessary as well close proximity of the expressway to this site, it seems likely that as undertaking monitoring and procedures in the event that adverse impacts to one there will be significant impacts and City of Marion would appreciate or more species are repeatedly identified. further consultation in relation to the construction impacts and Additionally the contractor will be required to develop a Soil Erosion and Drainage management of this area. Management Plan (SEDMP). This plan will be based on the final design and EPA and DPTI’s guidelines, codes of practice and other relevant documents. Adoption of SEDMP techniques will be in accordance with DPTI’s guidelines Protecting and Waterways Manual, TSA (2002). DPTI will continue to liaise with the City of Marion throughout the project.

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Reference Issue Project Impact Response number Report reference LGS002.10 Storm-water Management A Water Quality Risk Assessment (WQRA) has been undertaken on the current The City of Marion aims to demonstrate ‘responsible management of design. water resources’ by conserving water resources, protecting water Another WQRA will be undertaken in accordance with DPTI requirements as part of quality and providing water for the environment. the final design process. This WQRA will include relevant stakeholders including the Treatment of storm-water collected and discharged through and from City of Marion, who will be involved in recommending appropriate water management the Expressway should consider Water Sensitive Urban Design measures for the project. (WSUD) opportunities for water quality, amenity and biodiversity. This project may present stormwater re-use opportunities and we look forward to Council is considering the development of constructed wetlands in working with Council to maximise these where practicable through the Water Quality the area south of Lander Avenue, utilising the Field River as a way of Risk Assessment process. detaining and storing water before discharge into the Field River and DPTI would like to know more about the development of constructed wetlands in the making the wetlands as a facility for environment/biodiversity and area south of Lander Avenue. Duplication of the expressway has some impact on the passive recreational amenity. The drainage design associated with Field River and may have some impact on the construction of these wetlands the duplication of the Expressway provides an ideal opportunity to discharging into the Field River. consider and apply best practice storm-water management concepts. Further design will investigate Water Sensitive Urban Design opportunities for the It is understood that this project could result in significant changes to project and determine final locations and volumes of sediment ponds/ basins. local storm-water movement. The City of Marion will require further consultation on this matter during the detailed design phases including the opportunity to provide comment on the soil erosion and drainage management plan before construction commences. Council is seeking to increase storm-water re-use across the Council area in an effort to ‘Waterproof Marion’. The City of Marion has received federal and state government funding to support the construction of a wetland for storm-water treatment and re-use at Oaklands Park. Council would be interested in working with DPTI to investigate further opportunities for storm-water re-use. Particular consideration should be given to laying infrastructure (e.g. purple pipes) that could supply high demand areas such as greenways, sporting grounds and industrial areas with recycled water. LGS002.11 Field River While the project will have some impact on the Field River, it is not expected that The Field River and its surrounding open spaces is an icon of the minor realignments to the Field River within the vicinity of the expressway will have inner South and a feature which is highly valued by Marion’s southern any impact on natural land forms and vistas, heritage, rare species and water quality. residents. Council will advocate very strongly for the protection of the There will be some impact on natural flows where minor realignment is required. Every effort will be made to minimise the impact through adherence to the significant natural and cultural heritage at this site.

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Reference Issue Project Impact Response number Report reference In particular: Contractor’s Environmental Management Plan. . Protection of natural land forms and vistas Revegetation and landscaping will be undertaken once works are completed to re- establish removed vegetation and habitat. . Protection of Kaurna heritage Consultation with the City of Marion, Friends of Glenthorne and Friends of Lower . Protection of European heritage including mining relics such as Field River has been undertaken throughout the Project in and will continue be the Worthing Mine ongoing. . Protection of biodiversity – in particular rare species and mature Refer to Supplement 4.1 Environmental management River Red Gums . Protection of water quality and natural environmental flows . Protection of air quality, noise and peacefulness. Council is aware that with the duplication of the expressway there is a high likelihood that there will be negative impacts on some of the features as listed above. To offset these impacts, Council will be seeking support for sustainable restoration activities within the region. Council identifies the need to consider the impact of the duplication upon the Field River and the opportunity to create an on-going environmental benefit. Due to a series of developments (including the Southern Expressway) there is unrestricted four-wheel drive access into the Field River and this use creates very significant damage to the watercourse and surrounding areas. There are also a range of environmental concerns about the lack of management of the Field River (fire risk, broad leaf weed infestation, ash tree growth in the watercourse, feral fauna etc.). There are several community groups in the region that have a strong interest in the Field River and surrounds – in particular the Friends of Lower Field River and Friends of Glenthorne. These groups understand and closely connect with many of the values of the local region and DPTI would benefit from engagement with them during the detailed design (and construction) phases of the project.

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Reference Issue Project Impact Response number Report reference LGS002.12 Water Further design will investigate Water Sensitive Urban Design (WSUD) opportunities Council is also seeking to ‘Waterproof Marion’ with the Oaklands for the project and determine final locations and volumes of sediment ponds/ basins. Wetland being a major storm-water re-use project which is now Construction works near and around Sturt River bridge will be managed to minimise funded and due for completion by the end of 2013. To support these impacts to the surrounding environment, including the Warriparinga wetland. directions, the City of Marion provides the following comments: Warriparinga wetland, which is located 250 metres north west of the expressway, will . Council encourages the use of Water Sensitive Urban Design not be impacted directly by construction. (WSUD) principles to minimise run-off and to assist in treating Refer to Supplement 4.1 Environmental management water quality. Opportunities to utilise WSUD along the road corridor would also be supported – particularly in areas with high risk of developing heat islands, flooding, or risk of contaminated run-off. . The construction of spill containment basins would be strongly supported to minimise the risk of hazardous spills entering sensitive areas – particularly the Sturt River and Field River. Where possible, City of Marion encourages DPTI to consider landscaping and maintenance of these areas to support WSUD and maximise biodiversity outcomes. . It is also understood that the final project and construction activities may have significant impacts on the function and maintenance of the Warriparinga Wetland, which will require further consultation with Council during the detailed design phase. If any upgrades or changes in maintenance schedules are required on land under the care and control of Council, then Council would seek financial support from the State Government. . Given the proximity of much of the Expressway Duplication to the Field River it appears as though there may be at least one area where the new road-way will cross (or come very near to) the river (e.g. Young Street). Soil erosion, changes to river flow, pollution of water quality and impediments to biodiversity passage are likely to become a problem at these sites. Consideration of these issues will need to be made during the detailed design phase.

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference LGS002.13 Stormwater Harvesting This project may present stormwater harvesting opportunities and we look forward to The Australian Government has announced a third round of working with Council to maximise these where practicable through the Water Quality stormwater harvesting and re-use project funding under the Water for Risk Assessment process. the Future program. This program could be an opportunity for DPTI to seek further funding to improve stormwater management outcomes associated with the expressway at Warriparinga, particularly via stormwater harvesting and helping to reduce the ecological impacts of excess stormwater run-off. City of Marion supports the principle of increasing stormwater harvesting across the region. Harvested stormwater from Warriparinga could supply water for irrigation of landscaping along the duplicated expressway and areas such as the Flinders University sports fields. In the future, this scheme could form broader regional connections to the stormwater harvesting at Oaklands Wetland and the proposed scheme at Tonsley Park. City of Marion would be pleased to work with DPTI in relation to this important activity and to seek funds that may further assist improved stormwater management outcomes. LGS002.14 Local Road Networks/Connections DPTI expects no significant impacts on Majors Road and Lander Road intersection. Council would like to ensure that no further roads east/west across The department has completed extensive traffic modelling to analyse network the Expressway are cut by the duplication. In particular the local impacts in 2012, 2014, 2026 and 2031. These include projected traffic volumes on community has requested a connection from Lander Road or Majors roads such as Diagonal Road and Sturt Road. Road to the Expressway. Further investigations into signal phasing to improve the performance of intersections Council has a concern that duplication will further add to the existing including Sturt Road / Marion Road are being undertaken. traffic congestion on the roads leading to the expressway entries on DPTI considers the proposal for a new entry onto the Southern Expressway from South Road and Marion Road. Diagonal Road, near Seacombe Road, to be inappropriate. A new entry point does Council would appreciate an assessment of projected increases in not comply with road design guidelines and standards due to the close proximity of traffic volumes on roads such as Diagonal Road and Sturt Road and the Bedford Park junction and the Marion Road intersection. how these will be managed within the existing traffic networks e.g. Following modelling works, DPTI does not expect significant impacts of Level of are there plans for re-designing the Sturt Road / Marion Road Service on the southern arterial network. Further, the additional traffic lane on the intersection to cater for the right turns on to Marion Road due to expressway will attract road users currently using other arterial roads, resulting in an vehicles seeking to use the Marion Road entry to the Expressway? improved level of service across the arterial network.

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference Council proposes that consideration be given to providing a new entry Refer to Supplement Part B Updated concept design 2.3 Traffic volumes and access onto the Expressway from Diagonal Road and near Seacombe Road and 2.3.1 Additional lane. as a way of managing the congestion on Sturt Road. The project has been designed to cater for 2031 traffic volumes articulated in the 30- Notwithstanding this starting point Council believes it is worth Year Plan for Greater Adelaide. pursuing the need for a ‘network area traffic analysis’ to allow better The existing shared path under the Sturt River bridge will be extended under the new prediction of the potential change to traffic patterns. Also the benefits bridge and will meet appropriate standards. / disadvantages of creating a new entry at the Diagonal Road / Seacombe Road intersection should be explored given the current traffic problems being experienced at the Sturt Road / Marion Road junction. Changes to access onto and off the Southern Expressway should reflect anticipated population growth and economic development expectations outlined in South Australia’s Strategic Plan and the 30 Year Plan for Greater Adelaide e.g. additional access on / off the Southern Expressway between Marion Road and Panalatinga Road. City of Marion also offers the following: . Local road networks / connections: The duplication offers an opportunity to encourage the transfer of significant volumes of south-bound expressway traffic from Sturt Road to Diagonal Road by providing a high standard of left turn access from Marion Road onto the expressway. This movement could be promoted by reviewing the design of intersections at Diagonal Road / Seacombe Road and South Road / Marion Road to provide free- flowing left turn movements. . A similar left turn could also be considered at the South Road entry to the expressway. . The upgrading and extension of the Sturt River Linear Park upstream of South Road is part of the State Strategic Plan to develop a continuous shared path and Linear Park along the entire length of the Sturt River from the sea to Coromandel Valley. There is an existing path connection along this corridor under South Road. The new bridge structure across the Sturt River in this location should include provision of a shared path

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference under the bridge connecting the existing sections of path. This provision should cater for a sealed path width of at least three metres with clearances to meet specified Australian Roads Standards. LGS002.15 It is understood that the Southern Expressway Duplication is being Realigning the Veloway and bikeway will be necessary near the new carriageway on planned to address immediate transport limitations with the current the eastern side or south of Ridgecrest Road, and at significantly modified single direction expressway. There is increasing interest within the interchanges. However, the realignment will provide the same, or a better, standard region to understand how the duplication will contribute to the future facility as currently exists. sustainability of the City of Marion and the Southern Adelaide region. Generally, existing cyclist and pedestrian underpasses will be extended under the Key transport considerations include: new carriageway. However, overpasses are being considered to avoid the Walking/Cycling – Council seeks some assurance that the Patrick construction of long underpasses. These will be designed cognisant of crime Jonkers Veloway will remain, or is reconstructed due to the prevention using environmental design principles. Ramps will also comply with the duplication of the expanded carriageways. Also, that pedestrian Disability Discrimination Act 1992. access across the Expressway is maximised where the Expressway At the Reynella interchange, the alignment of the Veloway and bikeway will be made divides communities (e.g. Sheidow / Trott Park). to be more intuitive and user friendly. The bikeway will be grade separated to go over Veloway surface – there is a need to consider the surface of the the Southern Expressway. The Veloway will run under the on-ramp and off-ramp to Veloway. The current surface is a major detractor for cycling Panalatinga Road. Cycling lanes will also be provided on all new bridges to commuters that creates a very rough ride that does not encourage complement existing lanes on adjacent bridges. use. If reconstruction is to occur as a result of Expressway At this stage, no significant alterations to the current provision of public transport are construction, then the surface situation would need attention. envisaged. The Seaford Rail Extension Project will significantly improve public The Expressway duplication provides opportunities for improving the transport rail services for the community in the rapidly expanding southern suburbs. off-road, walkway and cycling network in the City of Marion by Existing pedestrian access will be further investigated as the design is refined. incorporating provision for connections along and across the Expressway to existing facilities such as the Coast to Vines Rail Trail The Glenthorne Bridge will be removed and the material recycled for use in the and the Veloway (Jonkers Bikeway). construction of the new carriageway. There is an informal, but established path network along the western DPTI utilises Environmental Protection Agency South Australia air quality monitoring side of the existing Expressway that runs along the open space data and does not operate air quality monitoring stations. reserves along Adam Road and through to Lander Avenue. Council is planning to upgrade this path to connect with future path developments through the Glenthorne Farm site, the O’Halloran Hill Recreation Park and the recently constructed path on the Lonsdale Highway built as part of the Desalination Pipeline project. This path will also link to the Coast to Vines Trail connection at the Expressway and continue alongside the open space along the northern side of the

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference Expressway corridor, along the Field River. Council would appreciate that consideration be given to the design of the Expressway duplication with respect to the following: . The provision of a connection to O’Halloran Hill Recreation Park. . Provision for a shared use path in the grade separated crossing over Lander Avenue. . Use of the existing overpass at Glenthorne Road, which presently is extended to cross the duplicated carriageway. . A shared use path to connect to future developments in Glenthorne Farm. Council also advocates for a need to identify opportunities to integrate existing walkways and pedestrian paths and opportunities to create new local networks to integrate with the duplication. In addition: . City of Marion is actively involved in the development of an integrated regional cycling/walking network, which links existing paths and provides new and improved paths and connections. The duplication of the expressway provides a one-off opportunity to consolidate this work. The provision of a grade separated shared use path over Lander Avenue on the western side of the duplicated expressway will enable a safe and continuous path network connected to the Coast to Vines Rail Trail and the Veloway. . This pathway currently extends north along the buffer zone on the western side of the expressway to Majors Road, where we request additional space be included in the design of the new Majors Road overpass of the duplicated carriageway to provide for a shared use path under Majors Road. This facility would then enable the path to be extended into the O’Halloran Hill Conservation Park.

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Reference Issue Project Impact Response number Report reference . It is understood that there will need to be some re-location of parts of the existing Veloway and bikeways and these need to be located to ensure that there is no negative impact for existing or future cyclists. This would also be an opportunity to improve safety at the junction of the cycleways – in particular the area near the ‘Hallett Bridge wetlands’. . City of Marion supports quality active transit infrastructure that provides adequate future connectivity in line with population increases. . City of Marion also supports the introduction of additional future bus services and priority public transport lanes to encourage the use of public transport which is both efficient and convenient. . City of Marion would also seek to have a Carbon Monoxide monitoring station at Christies Downs in order to accurately monitor CO levels in the region. LGS002.16 City of Marion appreciates the noise, dust and vibration mitigation (Part B: The suggestion of mitigation for the Living Kaurna Cultural Centre and Warriparinga strategies outlined in DPTI’s Project Impact Report which will be 15.1.1, 15.1.2, area is being explored. Discussions with City of Marion, Indigenous Land utilised during the Southern Expressway Duplication project, however 15.4.2 Corporation, Friends of Warriparinga and Kaurna Living Cultural Centre are ongoing. we strongly advocate that the following key sites also be included Sensitive Warriparinga, including Fairford House and Coach House, are state heritage listed within any mitigation strategies: Locations, items approximately 90 metres from the expressway and have been identified as a 15.6.1 and . The potential for construction to significantly impact upon the potential properties to receive a property condition assessment prior to construction. 17.3.1). business of the Living Kaurna Cultural Centre will also affect its Historic water pump and shed and Fairford river crossing are located ±4 metres and cultural integrity, especially in relation to visitors – both as a ±35 metres north of current design respectively. venue hire and cultural tour location. Upon completion of the project there will also be the potential for increased traffic noise Vibration monitoring and management of all structures adjacent to the expressway due to Expressway use, which will no doubt have an adverse will form part of the Construction Noise and Vibration Management Plan (CNVMP) effect upon the Warriparinga location. City of Marion welcomes which will be developed by the contractor. The contractor will be responsible for any the DPTI offer to construct landscaped noise mounds adjacent to construction related damage repair works on any structure impacted by the the Sturt Bridge, and would also welcome further discussion expressway project. around other types of noise, dust and vibration strategies that Refer to Supplement 4.1 Environmental management and 3.3 Non-Aboriginal may assist the general amenity of the Warriparinga site. heritage . There is strong concern for the structural integrity of the Coach House (as previously indicated within this response) and the

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference impact of construction upon this building. With an increase in vibration due to an increase in traffic the importance of the Coach House being structurally sound is a prime concern of the City of Marion. LGS002.17 City of Marion can see that with the duplication of the expressway This project by its very nature will change the visual amenity of the existing there is a high likelihood that there will be negative impacts on some landscape. The project’s visual impact assessment examined these sensitivities and of the region’s landscapes and features. To offset these impacts, likely changes. With time, and as landscape treatments mature, the visual amenity of Marion would support working with DPTI in relation to significant and the development will improve and the level of integration will increase. sustainable restoration activities within the region. Opportunities for enhancing and accentuating landscape character areas will be Also, City of Marion welcomes the opportunity to discuss the Great further explored and realised during the project’s delivery. Southern Urban Forest (GSUF) concept further and how the Refer to Supplement 3.11 Visual amenity expressway might be able to support the objectives of this project. Other visual amenity concerns for Marion are as follows: . As previously indicated, cultural wetland tours during and post construction will be adversely impacted by an increase in size of the Sturt Bridge as part of the Southern Expressway duplication process. This part of the park is environmentally rich to our visitors and residents and provides a unique experience and a sense of place. The bridge will have a significant impact upon the alignment and visual impact of the area and City of Marion would appreciate minimising overall impact. Marion strongly supports the use of public art and innovative integrated design in significant projects to enhance amenity and encourage the community to engage with and relate to such projects as part of their city and environment. The landscaping and other design elements of the duplication will provide opportunities to realise such opportunities and is a component of the project that council is keen to work with DPTI on and to seek community and other grant funding support to further develop. LGS002.18 Climate Change and Energy Efficiency The Southern Expressway was designed as a high speed expressway for the The City of Marion aims to demonstrate an active response to climate transport of traffic to and from the southern region. It was not designed to change and will lead our community in response to the risks and accommodate public transport, but does take some express bus services currently. opportunities posed by climate change and to enable climate change This will continue. As a result of the intention of the expressway, an increase in public

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Part A: Summary of submissions and responses

Reference Issue Project Impact Response number Report reference resilience into the future. In relation to this policy position the or energy efficient transport is not being considered. following comments are provided: The Seaford Rail Extension Project will significantly improve public transport rail . Council supports and encourages the modal shift from private services for the community in the rapidly expanding southern suburbs. vehicles to public transport and would encourage DPTI to DPTI is not considering changes to other public transport connections if these are not consider ways to increase public or energy-efficient transport improved automatically through the duplication. options in the design of the expressway. . The existing Southern Expressway Veloway will be retained (with possible short-term Council supports improved connections to other public transport alterations for construction to occur). There are no plans to extend the Veloway as modes/options e.g. buses to Westfield Marion. part of the duplication project. . Opportunities to increase ease of cycling as a mode of transport Installation of energy efficient street and public lighting as well as other energy should be maximised – this includes improved connections to the efficient measures will be determined through further design. Southern Expressway Veloway particularly to destination hubs such as Flinders University, Technology Park, Tonsley Park DPTI seeks a copy of these relevant climate change projection scenarios for further (former Mitsubishi site) and Westfield Marion. consideration. . Council encourages the installation of energy-efficient street and Design of the duplication and enhancement of the existing carriageway has been public lighting in all applications. developed to comply with the latest Australian Standards, which address the need of traffic demand and climatic conditions in the future. . Climate change scenarios have been made for a number of regions throughout South Australia – including the Adelaide and A 30-year design life will be adopted for pavement design. Extensive geotechnical region. The City of Marion has received a investigations and stormwater modelling have been undertaken during the pavement number of climate change projection scenarios to assess climate design process. Application of good quality pavement materials and high standard risks that might impact Council operations. Council urges DPTI to construction methodology will ensure the design life can be achieved. consider climate change projections and risks in the design of the DPTI will deliver the best possible infrastructure for road users and the local Expressway Duplication, in particular: community, which suits the current and future climatic conditions. DPTI will carry out . Will engineering and design standards reflect the impacts of regular surveys to monitor surface quality and condition of pavement following extreme heat and/or changed rainfall intensity? construction. . What are the needs and expectations of bitumen products in Specific earthworks, pavement design and road building technology will be chosen addressing long-term climatic conditions? based on detailed geotechnical and drainage investigations to optimise the life of the road. . Will new road building technology and additives, and enhanced road crack sealing programs to maintain surface quality, take into This includes replacement of unsuitable materials beneath the road and ensure a account changes to the asset life of roads in a changing climate? smooth road for a long duration. . Are there any new technologies emerging that could optimise the asset life of roads in a changing climate?

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Reference Issue Project Impact Response number Report reference LGS002.19 Sustainability A Sustainability Management Plan has been developed for the project. This is The City of Marion strongly encourages DPTI to adopt sustainability discussed in more detail within Supplement 3.14 Sustainability principles and a sustainability management plan to guide the Additionally, a detailed impact assessment has been completed for the project. The expressway duplication through all phases of the project. This would findings of this assessment have been discussed in the Project Impact Report, within be underpinned by a comprehensive impact assessment report that this Supplement, and within the internal Environmental Impact Assessment Report, includes environmental, social, cultural and economic impacts of the from which the contract conditions and a detailed Construction Environment project. The City of Marion commends DPTI on its engagement Management Plan are developed. processes to date in relation to the several community groups within DPTI wants to thank the City of Marion for their commendation on the engagement the region that have a strong interest in the Field River and process. DPTI will continue to work with all stakeholders throughout the project. Glenthorne area. Seed is being collected from existing vegetation located within the Southern The use of seed collected from existing plantings is also supported Expressway corridor. This seed will be utilised to re-establish vegetation along the and will assist in creating further connections with the existing Field duplicated expressway corridor during and post construction. DPTI is investigating River corridor and supports the principles of GSUF. options for connecting the Southern Expressway corridor to other vegetated corridors It is understood that the envelope of land for the duplication is very including the Field River through replanting efforts. narrow in places but City of Marion would still recommend the Through further design DPTI will gain a better understanding of limitations on space creation of narrow connections of landscape plantings to support the within the corridor. Options are being investigated to connect the Southern passage of flightless fauna. Expressway corridor to other vegetated corridors, including the Field River, through Marion seeks to work with DPTI in relation to where any offset replanting efforts. plantings may occur along the expressway route. A Vegetation Management Plan will be developed following detailed design. This plan will describe how offsets will be delivered for the project. LGS002.20 Waste Minimisation and Recycling Noted Council aims to avoid generation of waste and to reduce the amount Refer to Supplement 3.14 Sustainability of waste going to landfill. Council encourages resource recovery, re- use and recycling opportunities, reduction of pollution and contamination from Council’s operations and supports pollution prevention in the community. The following comments in relation to waste minimisation avoidance are offered: . Council supports recycling and re-use of road profilings from existing roadways and railway lines, and appropriate disposal of excavation material from South Road and the re-use of material where appropriate.

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Reference Issue Project Impact Response number Report reference . The use of high recycled content materials during construction is supported. . Activities leading to the creation of an environmental nuisance are often reported to Council by local residents. Please note, these complaints will be referred to either DPTI or the Environment Protection Authority (EPA). LGS002.21 Local Considerations Noted With construction expected to commence in late 2011 until 2014 it is important for DPTI to also be made aware of local conditions that may impact upon the project, and in turn upon visitors and residents within the Southern Adelaide region. In November 2012 the World Surf Lifesaving Championships is being held in Southern Adelaide, with locations at Glenelg, Marion (South Australian Aquatic and Leisure Centre) and Christies Beach. City of Marion would also recommend that DPTI consult with the South Australian Aquatic and Leisure Centre located in Marion in relation to their event calendar. As the centre hosts more and more competitions and associated events, the likelihood for visitation impacts within the region is significant during the construction period 2011–2014 (inclusive).

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State Government Submissions (SGS)

Reference Issue Project Response number Impact Report reference SGS001.1 The EPA would appreciate the opportunity to provide comment on Cover letter DPTI will provide a copy of the Construction, Noise, Vibration Management Plan any construction, noise, vibration management plan or any other such (CNVMP) and associated plans for comment. environment management plans being developed for the project.

SGS001.2 Include reference to other air emissions such as PM10, PM25, and NO2 Executive The Air Quality Report has been updated with previous EPA comments and current that will arise from the project. Summary, design. Section ‘4.11 Refer to Supplement 3.10 Air quality Air quality’, Page 14 SGS001.3 The EPA queries the criteria that were used in the decision to assess Section ‘16.1 The initial air quality assessment used a distance of 40 metres from the roadway to the air quality effects within 35 metres of the project area. Overview’, the nearest residence and assumed that if the residences were more than 40 metres The EPA recommends that consideration be given to assessing Page 16-1 distant then there would be negligible air quality effects. potential air quality impacts on sensitive receivers up to 100 metres DPTI has since commissioned a more comprehensive assessment of local air quality from the project. (This may necessitate that investigations identify the for sites that had sensitive receptors closer than 40 metres to the proposed means by which those impacts can be mitigated). roadways. The assessment has been completed by suitably qualified specialists. The assessment involved prediction of concentrations for the whole range of air contaminants (including air toxics) with local winds and the proposed geometry and traffic composition for the Southern Expressway. This assessment demonstrated that a buffer distance of 25 metres either side of the roadway would provide a satisfactory level of protection against elevated levels of air contaminants. Also, the assessment shows that the annual average concentration of PM2.5 is now, and will continue to be above the NEPM Guideline limit due to the high background concentration of PM2.5 in the region. However, the 24-hour average concentration of PM2.5 is now, and will continue to be below the NEPM limit.

SGS001.4 The EPA typically considers that the background PM10 level around Section The Air Quality Report has been updated with previous EPA comments and current South Australia to be 16 ug/m3. Therefore, the adopted background ‘16.4.1.3 – design. 3 level for air quality impact in the PIR of 30ug/m needs to be treated Fine particles Refer to Supplement 3.10 Air quality with caution as the National environment protection (ambient air (PM10)’, quality) measure (1998) NEPM) limit for a 24 hour average is Page 16-4 50up/m3.

A background PM10 level of 30ug/m3 does not leave much in the way of additional PM10 that can be released to the atmosphere without

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Reference Issue Project Response number Impact Report reference breaching the NEPM. Additionally, if this background is misused in the model it will screen out real effects. The EPA recommends that reconsideration be given to deriving a more appropriate background PM10 than 30 ug/m3. SGS001.5 The EPA has been led to believe from previous data received about Section ’16.5.3 The Air Quality Report has been updated with previous EPA comments and current the project that the emissions of PM10 from trucks are of the order of Traffic design. 25 to 30 times that of petrol cars on a g/km basis. This suggests that composition’, Refer to Supplement 3.10 Air quality with 4.5 to 5.5%, or say, 1 in 20 vehicles, being trucks, total Page 16-6 emissions from trucks would be in the same order as total emissions from petrol cars. The statement in the PIR states that cars will be the largest source of air contaminants. The EPA requests that this statement be reconsidered and adjusted accordingly. SGS001.6 The asphalting of the Southern Expressway is a major part of the Section ’16.1 Investigations into potentially locating an Asphalt plant onsite have identified that the project. This activity has not been addressed in the air section of the Construction’, Asphalt plant requires an EPA Licence. DPTI and the contractor will adhere to any project Impact Report. If the asphalt plant is to be a mobile plant, Page 16-7 conditions that the EPA set, including odour modelling. located somewhere on-site, the EPA will require odour modelling as a DPTI and the contractor will address relevant EPA Guidelines for Hot Mix Asphalt minimum and the location must be carefully considered in light of the Preparation. EPA Guidelines for separation distances (2007). At this stage, the materials and methods of road construction are still to be defined The EPA recommends that the impact of asphalting of the Southern as part of the detailed design and construction method. The location and operation of Expressway be addressed in the PIR. an Asphalt plant shall be the subject of a separate air quality assessment to be undertaken once detailed design has commenced and the location of the Asphalt plant has been determined. SGS001.7 Since the NEPM limit for CO is an 8-hour average of 9.0ppm (or Figure 16.1, The Air Quality Report has been updated with previous EPA comments and current 10 mg/m3) and the EPA design ground level concentration (DGLC) is page 16-8 design. 3 a 1-hour average of 29 mg/m , the EPA considers that Figure 16.1 Refer to Supplement 3.10 Air quality does not compare correct criteria with the predicted level. This is because it incorrectly states the NEPM limit as the EPA DGLC for CO, and, secondly, because it compares peak concentrations with 1-hour average limits. Perhaps the reference to peak is the maximum daily 1-hour average.

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Reference Issue Project Response number Impact Report reference The EPA recommends that this be reconsidered and corrected.

SGS001.8 The reference to the NEPM NO2 limit is a 1-hour average, so it is a Figure 16.2, The Air Quality Report has been updated with previous EPA comments and current little confusing when Figure 16.2 is referring to a peak NO2 page 16-9 design. concentration. If the reference to peak is the maximum 1-hour Refer to Supplement 3.10 Air quality average, we are comfortable with this assessment. The EPA recommends that this discrepancy be clarified.

SGS001.9 From the PIR…” Predicted PM10 levels appear to be marginally above Section The Air Quality Report has been updated with previous EPA comments and current the Ambient Air NEPM limit of 50 ug/m3…..” ‘16.6.2.3 design. The EPA is concerned that this statement does not reinforce the Particulates’, Refer to Supplement 3.10 Air quality Page 16-9 averaging period for PM10 in the Ambient Air NEPM of 24-hours and does not reiterate the importance of the requirement not to exceed the Ambient Air NEPM PM10 goal of 50ug/m3 on more than 5 days per year.

Refer to comment SGS001.4. A more appropriate PM10 background would clarify this issue since the predicted PM10 levels would most likely be lower. SGS001.10 From the PIR…” Based on the results of the air quality assessment Section ‘16.8 The Air Quality Report has been updated with previous EPA comments and current and modelling for the draft concept design, there is no potential Conclusion’, design. adverse impact from CO concentrations…nor from NO2 page 16-10 Refer to Supplement 3.10 Air quality concentrations in the project area.” The statement is probably correct (although it may be more appropriate to state unlikely or minimal potential rather than no potential). However, given that there are concerns over the ambiguity in the stated criteria and averaging periods (as previously mentioned), the Conclusion may need reconsideration. The EPA recommends that the conclusion may need to be reconsidered depending on the outcomes of clarification of criteria and averaging periods (as previously recommended).

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Reference Issue Project Response number Impact Report reference SGS001.11 From the PIR…”Predicted concentrations of PM10 for the northern Section ‘16.8 The Air Quality Report has been updated with previous EPA comments and current end are marginally above the NEPM PM10 limit of 50ug/m3. The Conclusion’, design. 10 are predicted to occur in the morning highest concentrations of PM page 16-10 Refer to Supplement 3.10 Air quality traffic peak at the northern end of the project corridor. Detailed consideration of PM10 levels at the sensitive receivers in the northern end of the Southern Expressway will be explored during detail design of the project.”

The PM10 levels need to be considered in light of a better understanding of the NEPM goal. The Conclusion states that the predicted PM10 concentrations are marginally above the Ambient Air NEPM of 50ug/m3 but also states that highest concentrations of PM10 are predicted to occur in the morning traffic peak… This is of concern as it implies that the morning traffic peak concentrations of PM10 may be marginally above the Ambient Air NEPM, which has an averaging period of 24-hours and, hence, cannot be compared in any other way except as an average over a 24 hour period. The EPA recommends that this aspect of the conclusion be clarified. SGS001.12 The noise mitigation strategies and measures employed to minimise Section ’15.5 DPTI to provide EPA with a copy of the Construction Noise and Vibration the noise and vibration impacts of the construction activity (noting that Effects of the Management Plan (CNVMP) prior to commencement of construction. construction includes demolition, site preparation and construction project’, Refer to Supplement 4.1 Environmental management works) should be documented in a Construction Noise and Vibration page 16-6 Management Plan (CNVMP). This should be presented to the EPA prior to the commencement of construction related works at the site.

SGS001.13 The stated LAmax maximum levels (particularly at night) are 15 dB(A) Section ‘15.2.2 The construction contractor will develop a Night Works Management Plan (NWMP) above the noise level considered to adversely impact on amenity DPTI for any nightworks to be undertaken. This will address justification for and details of (75dB(A) compared with 60dB(A)). In such circumstances it is not management the works, noise exceedances, and associated noise mitigation measures. considered that this standard is an appropriate measure of the of noise and Refer to Supplement 4.1 Environmental management general environmental duty under the Environment Protection Act vibration’, 1993. page 15-3.

In circumstances where works generating in excess of 60dB(A) Lmax Table 15.3 are required to be undertaken at night, all reasonable and practicable measures must still be taken to reduce noise, even if the noise level complies with the proposed 75 dB(A) Lmax allowable noise level, as

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Reference Issue Project Response number Impact Report reference such works are still considered to have an ‘adverse impact on amenity’. Where night-works are proposed to be undertaken as part of the project, and such works are likely to have an ‘adverse effect on amenity’, then adequate justification must be provided as to why these works must be undertaken at night (for example, requiring the complete closure of the existing Southern Expressway for an extended period).

Where LAmax exceeds 60dB(A) during the construction phase for more than 2 consecutive days, it is recommended that consideration be given to alternative accommodation for residents exposed to high levels of noise, particularly due to the high likelihood of sleep disturbance. The undertaking to adopt the most stringent noise levels contained in the Operational Instruction (long-term works) is supported, however, it is noted that this does not reduce the allowable night-time maximum noise level. SGS001.14 The EPA advises that all ‘reasonable and practicable’ measures must Section ’15.6 In accordance with DPTI’s Operational Instruction 21.7 ‘Management of Construction be taken to reduce the noise impact from construction, site Principles and Noise and Vibration’, these measures, as well as any other measures that are preparation and demolition works associated with the project. All measures to identified as reasonable and practicable will be included in the contractors ‘reasonable and practicable’ measures should include, but not be minimise Construction Noise and Vibration Management Plan. limited to, the following: effects during A Night Works Management Plan will be prepared by the contractor for any night planning and . Undertaking particularly noisy activities after 9:00am and before works, which will need to include adequate justification for undertaking the works at design’, page 7:00pm on weekdays only. night. 15-9. . Locating particularly noisy pieces of equipment as far as Installation of permanent noise barriers will occur as early in the construction Section 15.6.1 practicable from the site boundary, or in such a way (such as by program as possible to assist in effectively mitigating noise for surrounding shielding or elevation) that the noise impact on neighbouring Section 15.6.2 community during works. properties in minimised. Refer to Supplement 4.1 Environmental management . Installing temporary noise barriers where appropriate. . Shutting or throttling equipment down when not in actual use. . Ensuring that noise reduction devices such as mufflers are fitted, in a good state of repair and operating effectively.

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Reference Issue Project Response number Impact Report reference . Ensuring that equipment is not operated if maintenance or repairs would eliminate or reduce a characteristic of noise resulting from its operation. . Operating equipment and handling materials so as to minimise impact noise . Using off-site or other alternative processes that eliminate or lessen resulting noise. Particularly noisy activities should be identified by the CNVMP, along with the measures proposed to manage the noise impact of the activity. This is particularly the case for night works having an ‘adverse impact on amenity’. In such cases justification must be provided for undertaking the works at night. SGS001.15 The DIN 4150 - 3:1999 Structural Vibration – Effects of Vibration on Section Noted. Thank you. Structures standard has been proposed for both structural and human ‘15.5.1.2 Vibration impacts will be managed by the contractor in accordance with DPTI’s body vibration effects. Vibration’, Operational Instruction 21.7 ‘Management of Construction Noise and Vibration’ In the absence of an Australian Standard for structural vibration page 15-7 Refer to Supplement 4.1 Environmental management effects, this standard is considered acceptable for comparison of Table 15.5 structural vibration levels, which should meet the applicable levels Table 15.6 contained in Table 15.6 of the Project Impact Report. While it is preferable that the relevant Australian Standard for effects of vibration exposure on humans (AS 2670.2-1990 Evaluation of human exposure to whole-body vibration – Part 2: Continuous and shock induced vibration in buildings (1 to 80 Hz)) should be used for evaluation of project impacts, the values contained in table 15.5 of the Project Impact Report are considered acceptable for assessment. SGS001.16 The criteria specify a range of noise levels based on the current level Section ‘15.2.1 Noted. of exposure. Receivers currently below the range should meet the DPTI Road The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines lowest end of the range, whilst receivers currently above the top end traffic noise which includes consideration of existing noise levels. of the range should receive mitigation to meet the highest end of the guidelines’, specified range. Receivers currently exposed to noise levels within page 15-2 DPTI is investigating source treatments such as pavement types and opportunities the range should be exposed to no greater than 2dB(A) above the for barriers as a first preference for noise attenuation wherever practical. Property Section ‘15.6.3 treatments may be investigated where this is the most reasonable and practical current noise level. Operation

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Reference Issue Project Response number Impact Report reference The approach of the DPTI Guidelines to attenuate noise through the noise’ solution. use of acoustic treatment packages for individual dwellings is not Refer to Supplement 4.1 Environmental management and 3.9 Noise and vibration generally supported. The preferred approach is to mitigate noise from the project at the source, through design features (such as low noise pavement, reduced gradients etc.) and mitigation along the transmission path (acoustic barriers/mounds located as close as practicable to the roadway). Such measures have the advantage of providing outdoor amenity in addition to indoor amenity, and in many cases may be a more cost effective solution where a large number of dwellings are involved. It is noted that in section ‘15.6.3 Operation noise’ it is proposed to control vehicle noise at the source. This approach is supported. Where barriers or mounds are proposed, it is important that the barrier be located as near as practicable to the roadway to ensure that the maximum attenuation of noise is achieved. In addition, care should be taken to ensure that reflections from the barrier do not increase the noise level on the opposite side of the roadway from the barrier location. This also applies to locations where barriers are applied to both sides of the roadway. In general, noise mitigation solutions which require the treatment of individual houses (such as double glazing, sealed windows, acoustic insulation, acoustic sealing and the like) are not supported as such solutions do not provide any outdoor amenity at the residence. SGS001.17 The methodology proposed to assess noise impacts from the Section ‘15.3 Noted. operational phase of the project is generally supported. Assessment methodology’, page 15-4 SGS001.18 Noise logging Section ‘15.3.1 Noise logging and noise modelling have been completed and were discussed in the The specified noise logging period is considered sufficient to Noise’, Project Impact Report 15. Noise and Vibration. adequately characterise the existing noise impact of the existing road page 15-4 (minimum 7 days, incorporating weekdays and weekends). The logging locations should be selected such that each group of noise sensitive receivers is represented by the most noise affected

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Reference Issue Project Response number Impact Report reference dwelling in the group. This is particularly important as the proposed road traffic noise standard (DPTI Guidelines) relies upon the current noise exposure to determine the applicable noise criteria for each dwelling. This may be of importance should post-construction monitoring be carried out to determine compliance of the project, or to investigate the effectiveness of acoustic treatment measures. Noise Modelling Noise modelling of the existing expressway should be undertaken, such that the model can be validated against the existing environment noise logging. Modelling should be undertaken using recognised noise modelling software (such as SoundPLAN) which correctly implements a recognised prediction algorithm. The commitment to undertake modelling based on projected traffic growth (to 2031) is supported. SGS001.19 The Project Impact Report concludes that vibration from operational Section Noted. roads is characteristically lower in magnitude than construction ‘15.5.2.2 activities. It is noted that, in general, the separation distance required Vibration’ for achievement of airborne noise criteria would generally be sufficient to ensure that vibration criteria would comfortably be achieved. No vibration criteria have been nominated for the operational phase of the project, however, it is recommended that the following standards be adopted to ensure that vibration levels can be compared with an objective standard: . Structural damage: DIN 4150.3:1999 Structural Vibration-Effects of Vibration on Structures . Human perception: AS 2670.2-1990 Evaluation of human exposure to whole-body vibration Part 2: Continuous and shock induced vibration in buildings (1 to 80 Hz) or DIN 4140.3:1999 Structural Vibration-Effects of Vibration on Structures (criteria in accordance with table 15.5 of the Project Impact Report)

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Reference Issue Project Response number Impact Report reference SGS001.20 The levels specified for EPA guidelines in the Water Quality Section ’13.5 Refer to Supplement 3.7.2 Existing Water Quality Summaries for Sturt River, Field River and Christie Creek do not Existing The method of deriving the stated figure from 10 years of monitoring was to use an correspond directly to the Environment Protection (Water Quality) conditions’, average of the large number of samples. All the raw data from the appropriate data Policy 2003. The source of the levels labelled as ‘EPA Guidelines’ is pages 13-4– stations were sourced from the branded AMLR NRM website unknown and should be properly clarified. Further, the EPA has not 13-9 (http://www.wdapp.com/sites/map). previously classified the water quality for these waterways nor does it Table 13.3 have an existing classification system for each criterion as specified The number of tests performed in the 10 year period and timing of tests are below: in these Tables. Table 13.4 Christie Creek Table 13.5 In addition, based on monitoring undertaken over 10 years, a single . 163 samples number has been given for each criterion. The methodology used in deriving this figure from 10 years of monitoring should be indicated . Between 12/12/05 and 25/10/10 preferably stating the number of samples collected and the timing of . Time of sampling generally varies between 10am and 2pm sampling. If the number is an average, justification should be given as to why this is used over other measures (i.e. median). This should Field River specify information on the number of tests performed in the 10 year . 309 samples period and indicate timing of the tests. . Between 13/02/01 and 16/12/08 The EPA has been incorrectly referenced and this must be removed. . Time of sampling generally varies between 10am and 2pm (however with greater The methodology used to derive the data should be provided. variation than Christie Creek) The basis for the section in Chapter 13 on existing Water Quality of Sturt River these watercourses is flawed and a review of it is recommended. The criterion should be compared to the Environment Protection (Water . 514 samples Quality) Policy 2003 and the source of the classification must be . Between 2/01/96 and 12/01/09 referenced appropriately. . Time of sampling generally varies between 8am and 12pm SGS001.21 Table 13.6 summarises existing stormwater treatment devices on the Section ’13.5.3 During detailed design, the contractor will assess the current capacity and Southern Expressway corridor. This does not include information on Stormwater effectiveness of existing treatment devices to determine whether upgrades to the capacity or treatment outcomes for these treatment systems. It is treatment existing treatments are required and/or where additional treatments are required. essential to establish the current effectiveness of these treatment devices’, DPTI and the contractor will undertake a detailed Water Quality Risk Assessment at systems before determining what additional treatment devices or page 13-8 the detailed design phase of the project. Assessment of the performance of existing systems will be required for the duplication project. Table 13.6 treatment devices and the need for additional devices will be considered in this The EPA recommends that the effectiveness of the existing assessment. The EPA as a key stakeholder will be invited to be involved in the stormwater treatment systems be assessed prior to determining what WQRA. additional treatment devices or systems will be required.

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Reference Issue Project Response number Impact Report reference SGS001.22 Table 13.2 indicates Stormwater Treatment objectives for water Section ‘13.4.2 Noted. quality that will be reviewed during the detailed design phase. These Stormwater During detailed design, the contractor will assess the current capacity and are in line with EPA objectives for water sensitive urban design treatment effectiveness of existing treatment devices to determine whether upgrades to stormwater quality improvements. The EPA considers that (water quality) existing treatments are required to and/or where additional treatments are required. maintaining pre-development flows is also an important component in objectives’, improving stormwater quality. Hence, flow objectives should also be DPTI and the contractor will undertake a detailed Water Quality Risk Assessment at page 13-4 included in addition to stormwater quality improvement targets. the detailed design phase of the project. The EPA as a key stakeholder will be Further, the objectives indicated in Table 13.2 of the project impact Table 13.2 invited to be involved in the WQRA. report must be used as minimum design objectives for stormwater treatment not just ‘reviewed’ as indicated. The EPA recommends that the following targets for flow management be included in the PIR: Performance Target For up to the 5 Pre development peak flows not exceeded. Time to year Average peak matches that of the pre-development as far as Recurrence practical, provided that this does not exacerbate Interval (ARI) downstream flooding. Run-off is contained within designated flow paths that avoid unplanned nuisance flooding. For the 5 year Flooding of residential, commercial, institutional, up to the 100 recreational and industrial buildings is avoided. year ARI The time to peak and the peak flow matches that of the pre-development case, as far as practical (provided that this does not exacerbate downstream flooding), unless catchment wide benefits can be demonstrated (i.e. for 100 year ARI only). Pre development peak flows not exceeded.

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Reference Issue Project Response number Impact Report reference SGS001.23 Design of the final stormwater treatment systems should comply with Section ‘13.7 Noted. the objectives indicated in Table 13.2 of the project impact report and Mitigation Refer to response to SGS001.21 the flow objectives outlined above. measures to minimise effects’, pages 13-11 – 13-14. SGS001.24 The EPA requests that ‘Environment Protection (Site Contamination) Section ‘18 DPTI has made this amendment. Amendment Act 2007’ be amended to read ’Environment Protection Geology, soils Act 1993’. and site contamination’, page 19-1 SGS001.25 The EPA recommends that investigations be undertaken by a site Section ‘18.5.3 DPTI is currently undertaking a Phase 2 environmental site assessment using a contamination consultant in accordance with the National Site qualified site contamination consultant. To date no site contamination has been Environment Protection (Assessment of Site Contamination) Measure contamination’, identified, however if any is identified at the site or in the vicinity of the site that 1999. page 18-8. affects or threatens water occurring naturally under the ground or introduced to an The EPA advises that under section 83A of the Environment aquifer or other area under the ground, DPTI or the contractor will notify the EPA as Protection Act 1993: soon as is reasonably practicable. Refer to Supplement 3.12 Geology, soils and site contamination . ‘a person to whom this section applies must notify the Authority in writing as soon as reasonably practicable after becoming aware of the existence of site contamination at the site or in the vicinity of the site (whether arising before or after the commencement of this section) that affects or threatens water occurring naturally under the ground or introduced to an aquifer or other area under the ground’.

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Community Group Submissions (CGS)

Reference Issue Project Response number Impact Report reference CGS001.1 Impressed by the overall concept and looking forward to its Noted commencement. CGS001.2 Unimpressed by the fact that there has been no provision made for Refer to Supplement Part B Updated concept design and 2.3 Traffic volumes and motorists from our area to enter the expressway in a southerly access direction from Kenihans Road / Panalatinga Road section nor exit from the expressway at that section when travelling in northerly direction. CGS001.3 It would appear obvious that there is no new benefit to the motoring Refer to Supplement 2.3.5 Emergency service access public from our area, to that which is currently being provided. I feel Reduced impact of through traffic on local roads will benefit all areas. sure that there are a lot of motorists (emergency services, Councillors, council employees, seekers of medical attention from Noarlunga hospital, tradespeople, shoppers and tourists to Victor Harbor / Southern Vales) who are upset by the lack of provisions listed above. CGS002.1 We note that that the report writers have referenced the Christie Potential impacts on Christie Creek will be managed by DPTI and the successful Creek Taskforce report to the Southern NRM Group. design and construct contractor by completing a Water Quality Risk Assessment http://www.amlrnrm.sa.gov.au/Water/Surfacewater/Waterwaysinthere (WQRA), a Project Environmental Management Plan, a Contractor’s Environmental gion/ChristieCreek.aspx Management Plan and a Soil Erosion and Drainage Management Plan. One of the dot points of that report was the “lack of community As part of the initial WQRA for the Southern Expressway Duplication project, ownership of the problems, making effective management extremely stakeholders involved in the management of watercourses along the corridor were difficult”. invited to help set appropriate management measures for the affected watercourses. In our view, it’s not only the community that doesn’t take ownership of A detailed WQRA workshop will be held with the contractor and stakeholders as the problems, as there has been a previous history of ‘perceived project design is refined. forgetfulness’ by contractors under the auspices of DPTI, which made The City of Onkaparinga undertook an investigation into erosion of the waterway effective management extremely difficult. beneath the Southern Expressway Bridge in 2002 which determined that erosion of That ‘perceived forgetfulness’ is thoroughly documented in relation to the waterway beneath the Southern Expressway Bridge was a result of natural creek Christie Creek and includes a number of submissions to State erosion and not due to the bridge. The same report links Christie Creek erosion with Parliament committees. additional sediment load within the catchment because of general urbanisation. Appropriate management measures for the construction of the duplicated Furthermore we were aware of the standard of works on Sturt creek expressway will be determined at the next WQRA workshop to be undertaken during

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Reference Issue Project Response number Impact Report reference at Darlington and as we could never quite understand why there was the detailed design phase. such a difference in the way scour protection was approached and installed in Christie creek. Could it be possible that the contractor never actually followed the soil erosion and drainage plans for Christie Creek? Perhaps, in light of the previous history of noncompliance in relation to relevant legislation, a working group from relevant agencies/groups could be established. As FO(L)CC is quite willing to engage with DPTI to seek to apply the same ambitious works on Christie Creek that are being applied to Sturt creek. So that way everyone knows what they are going to get in relation to surface water management and the taxpayer knows they are getting value for money. CGS003 To clarify FO(L)CC’s position on what we desire in the soil erosion DPTI will design appropriate treatments for stormwater in this location. and drainage plans for Christie Creek. We would like four in-stream ponds, 20 metres in length each, downstream of Expressway and a new wetland on the north western side (figure supplied). We feel this would solve some of the problems that arose from the initial building of the Southern Expressway as per our response of the 10th of May 2011. CGS004.1 The PIR was released with a very brief opportunity to respond with Noted. submissions. The Project Impact Report process mirrored that of an Environmental Impact Assessment, which allows 20 business days to respond. CGS004.2 The initial concept plan omitted an access link to/from the Refer to Supplement 2.3 Traffic volumes and access Panalatinga Rd/Main South Road at O'Halloran Hill / Trott Park. We are aware that the council of the City of Onkaparinga was briefed as part of the community engagement process and during this briefing sought clarification about why such a link to/from the south wasn't being canvassed as part of the project. Essentially, the answers centred on engineering and budget constraints. In the view of Healthy Cities Onkaparinga, the decision not to include such a link appears ill thought out in the context of the objectives of

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Reference Issue Project Response number Impact Report reference the SA Strategic Plan, especially under Public Safety – 12.8 Crime Rate; 12.9 Road Safety (Fatalities); 12.10 Road Safety (Serious Injuries); 12.11 Greater Safety at Work; and 12.12 Worklife Balance. The decision not to include a link to/from the south at this location compromises all these objectives. CGS004.3 Furthermore, the lack of access impedes service delivery by all Refer to Supplement 2.3.5 Emergency service access emergency services to the communities of Happy Valley, O'Halloran Hill, Aberfoyle Park, Chandlers Hill, Reynella East and Flagstaff Hill. In addition to the impact on our communities, this decision also impacts on the health and wellbeing of emergency personnel in terms on their exposure to greater risks when responding to calls because of the time involved in travelling through the series of dog legs required to access these suburbs from the south. In particular, the risks for police officers are substantial when the reliance on back up assistance at high risk tasks is considered. This risk is shared by the members of the public who are seeking assistance in these circumstances. CGS005.1 In order to maintain the future integrity of Warriparinga, it is essential Refer to Supplement 2.3.2 Alignment to build the duplication on the eastern side of the current Expressway at Warriparinga/Darlington. CGS005.2 A long-term view to planning the Southern Expressway junction at Refer to Supplement 2.3.5.1 Bedford Park Junction Darlington should be taken now, incorporating future transport plans for the area as discussed in the Darlington Transport Study. CGS005.3 The true environmental value of Warriparinga as a site warranting Section 11 and The expressway corridor is highly disturbed and not considered an area significant in protection was not recognised in the PIR. Section 12 flora and fauna. However DPTI is aware that the Warriparinga triangle outside of the Southern Expressway corridor is an area of environmental significance. . The Sturt River at Warriparinga is the only remaining example on the of a natural riparian habitat. The concept design of the duplicated Southern Expressway has been shifted within . 20 indigenous plant species were present on site prior to the triangle, and will be located closer to the existing carriageway than was originally restoration works by FoW. shown in the Project Impact Report. . Warriparinga is not named as a site of environmental merit Construction of the Southern Expressway will occur within the existing road corridor, (page 11-15) adjacent the existing carriageway, and designed to minimise the impact footprint. . Warriparinga is not listed as an area significant to fauna (Figure 12.1 and Table 12.3) Construction works near and around Sturt River bridge will be managed to ensure

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Reference Issue Project Response number Impact Report reference impacts to the surrounding environment will be minimised. Prior to construction the contractor will be required to develop a Construction Environment Management Plan to manage environmental impacts associated with construction of the project, which will include a Soil Erosion and Drainage Management Plan (SEDMP) Revegetation and landscaping will be undertaken once works are completed to re- establish removed habitat. Refer to Supplement 4.1 Environmental management CGS005.4 Conservation significance compiled by Lang and Kraehenbuehl 1987 Section 11 Regional conservation ratings were not considered within the Project Impact Report was not considered in Table 11.3. Warriparinga has 11 species of Table 11.3 as the Department of Environment and Natural Resources no longer recommends regional conservation significance. the use of regional ratings as per Lang and Kraehenbuehl (1998) for flora because they are out of date (A. Graham, DENR, pers. comm. 2009 in EBS 2010 vegetation survey). Construction of the Southern Expressway will occur within the existing road corridor, located to the north of the existing carriageway, and designed to minimise the impact footprint. CGS005.5 Warraparinga does provide fauna habitat, contrary to what is stated in Section 12 Noted. the PIR. Species observed on site include: Flora and fauna surveys have been undertaken during the planning phase of the . Possums in Red Gum hollows project which included all areas within and adjacent to the Southern Expressway, including Warraparinga. . Bats . A search of the Biological Database of South Australia (BDBSA) (as maintained by Yellow-tailed Black Cockatoos, observed on site and passing Department of Environment and Natural Resources (DENR)) was conducted during over. the early planning phase and information included in the Project Impact Report. The . Birds, butterflies and invertebrates. BDBSA data supports decision making on environmental issues within the South Australian and Australian governments and wider community with the responsibility . Common froglet, Banjo frog and native fish. for the storage and maintenance of the data held by the Science Resource Centre . Native water rats within DENR. Well established relationships with SA Museum and State Herbarium curators and taxonomists support this function. The 730 datasets within the BDBSA . Golden or eastern water skinks, geckos, garden skinks, grown includes vertebrate records (incl. birds, mammals, reptiles and amphibians), flora snakes and blue tongue lizards. records and photopoints. The BDBSA also includes records from a number of significant partners including:

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Reference Issue Project Response number Impact Report reference . SA Museum . SA Frog Atlas (SA Frog Census) . Conservation organisations . Private consultancy companies . Birds SA . Birds Australia . Australasian Wader Study Group During the biodiversity surveys, the BDBSA database was accessed and utilised. Thank you for the list of additional observations. Further consideration will be given to the biodiversity of the Warraparinga during detailed design and a Contractor’s Environmental Management Plan will be developed prior to construction to manage environmental impacts associated with construction of the project. The CEMP will include appropriate measures for managing and mitigating specific impacts to fauna including minimising machinery movement in vegetated areas, including areas of native vegetation and significant habitat. The CEMP will include species-specific measures if necessary as well as undertaking monitoring and procedures in the event that adverse impacts to one or more species are identified. Please also refer to above response LGS002.7 and LGS002.8 CGS005.6 In line with the project objective to protect and enhance biodiversity Noted. (PIR 20.3), we request that the value of Warriparinga be recognised The expressway corridor is highly disturbed and not considered an area significant in as a unique environmental resource, as the only natural riparian flora and fauna. However DPTI is aware that the Warriparinga triangle outside of the habitat remaining on the Adelaide plains, providing significant habitat Southern Expressway corridor is an area of environmental significance. for native fauna, and that our revegetated area be protected by several means: Refer to Supplement 4.1 Environmental management . the placement of the new carriageway on the eastern side of the DPTI will investigate if the revegetated site can be listed as a Roadside Significant current Expressway; Site. . the minimisation of the area needed during construction, insofar as it overlaps our planted areas;

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Reference Issue Project Response number Impact Report reference . the erection of a barrier during construction to protect our revegetated area; . consideration of the sighting of the detention basin for runoff from the Expressway (Executive Summary, DTS Environmental Report, p. 26); . the listing of our revegetated site for protection in the Roadsides Significant Sites Database in accord with the following DTS design requirement: “any potential sites of significance, including significant vegetation, aboriginal and non-aboriginal heritage sites that may warrant inclusion on the Roadsides Significant Sites Database to provide for ongoing protection during the operation of the proposed infrastructure. Refer to DPTI: Roadside Significant Sites Operational Instruction 21.5.” CGS005.7 FoW endorse the concern of the Marion Council, which passed a Refer to Supplement 2.3.2 Alignment motion on 27.04.11 stating: “that Council seek an explanation from the South Australian Government as to why they press on with the duplication of the Southern Expressway bridge over the Sturt River on the Western side of the existing bridge contrary to community consultation requests for the bridge to be located on the other side away from Warriparinga plantings.” CGS005.8 The tranquillity of Warriparinga and its sensitivity to change are Section 17.4 Please refer to LGS002.16 recognised in the PIR, yet very little in the report is aimed at addressing this. CGS005.9 FoW do not accept that Fairford House and grounds will be Section 9-5-4 Please refer to LGS002.16 unaffected by the operation of the Expressway CGS005.10 FoW endorse the motion passed in April 2011 by Marion Council that DPTI’s Road Traffic Noise Guidelines indicate that noise attenuation is not required “….Council seeks the Government's commitment to install noise within the Warriparinga triangle as the triangle is not considered a noise sensitive attenuation walls on the proposed duplication of the Southern land use. Expressway as it traverses through Warriparinga as to protect this However, the suggestion of mitigation for the Living Kaurna Cultural Centre and sensitive and very special area.”

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Reference Issue Project Response number Impact Report reference Warriparinga area is being explored. Discussions with City of Marion, Indigenous Land Corporation, Friends of Warriparinga and Kaurna Living Cultural Centre are ongoing. CGS005.11 FoW propose the preparation of a cultural heritage management plan Refer to Supplement 4.1 Environmental management for the State-listed Fairford House and surrounds that takes into account the visual and noise impact of the duplicated Expressway. FoW would like to provide informed input to this plan. CGS005.12 The proposed scattered tree plantings will not provide continuous Noted. cover required for the Southern Expressway to continue at its current A Landscape design and Vegetation Management (offset) Plan will be developed to width as a wildlife corridor. ensure all vegetation removals will be offset in accordance with the requirements of It is necessary to consider an alternative, and more effective, the Native vegetation Act, the Environmental Protection and Biodiversity revegetation plan for the duplicated Expressway that will replace the Conservation Act, the Development Act and DPTI’s Vegetation Removal Policy. At current corridor plantings. least a 1-for-1 replacement ratio will be adopted for the project. Road safety clear zone requirements must be considered for revegetation adjacent the road corridor. Crime prevention through urban design principles must also be considered in replanting designs such as providing clear sight-lines for pedestrians and cyclists. Attracting fauna to use the road corridor as a wildlife corridor is not necessarily the most desirable option and DPTI will investigate replanting opportunities set back from the road. CGS005.13 The planting palette needs a major review before being used in the Section 5, DPTI thanks FoW for these comments and has made the suggested changes in the final design or for nursery propagation, due to: Figure 5-5 Supplement Report. . At least 6 names are out of date Refer to Supplement 3.11 Amenity Chapter for the updated Landscape Planting . At least 4 are spelt incorrectly Palette. . At least 2 are not local natives for the SExy corridor . One is not native to the Southern Lofty Botanical Region . One is an introduced species . At least one of the local natives has weedy characteristics . At least one species is impossible for commercial nurseries to grow

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Reference Issue Project Response number Impact Report reference . One is too short lived for inclusion in the tubestock component of the landscaping CGS005.14 To maintain habitat value, FoW request that Dr Nele Findlay be Noted. consulted in regard to obtaining local and appropriate seed stock for revegetating alongside the new lanes near our Sturt River site. CGS005.15 FoW ask to be kept informed of the construction timetable so that Noted. they can plan and carry out any relocation of plants and seed- DPTI will continue to engage with FoW during the detailed design and construction collecting which may be possible. phases of the project. CGS005.16 The importance of Warriparinga as a significant Kaurna heritage and Refer to Supplement 2.3.2 Alignment spiritual site must be acknowledged, and actions taken to protect it, including building the duplicated Expressway on the eastern side at Warriparinga, providing noise and visual barriers and protecting indigenous plants. CGS005.17 The design of the new carriageway, where it passes over the River Noted. Sturt at Warriparinga, should take account of community safety and To keep the footprint of impact within the existing road corridor the new carriageway the nature of the structure supporting the riverbank. at Sturt is adjacent the existing expressway. The design of the new bridge will take . CPTED principles need to be considered in the design of the new into consideration crime prevention through environmental design principles and Expressway carriageway and any other areas that form a investigate ways to ensure the habitat and amenity value of the Sturt River under the pedestrian entranceway to Warriparinga. FoW recognise that the bridge are enhanced. greater the gap between the existing and new carriageway the greater the intrusion of the new carriageway into Warriparinga. . The treatment of the Sturt River bank under the carriageways should enable suitable plantings to improve visual amenity and habitat value. CGS005.18 FoW would like an assurance that the Ford will be protected during Refer to Supplement 4.1 Environmental management and 3.3 Non-Aboriginal the construction of the new carriageway. heritage CGS005.19 FoW would like an assurance that the pump and associated Noted. structures will be protected during the construction of the new Refer to Supplement 4.1 Environmental management and 3.3 Non-Aboriginal carriageway. heritage

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Reference Issue Project Response number Impact Report reference CGS005.20 In the planning and construction of the Southern Expressway Noted. duplication, integrated design principles should be adhered to such that the unique natural, heritage, indigenous and educational values of Warriparinga are maintained. CGS006.1 If the SExy duplication plan is not changed so as to minimise the Noted. effect on the Field River the FoG believe that they will witness the Refer to Supplement 3.7 Surface water and groundwater and 4.1 Environmental devastating destruction of our most important local water course. management The detailed design of the duplicated expressway at this section (and all other sections in proximity to sensitive areas such as waterways) will ensure potential impacts to all waterways will be minimised. DPTI has commenced discussions with the Adelaide Mount Lofty Natural Resources Management Board and the appropriate Water Affecting Activities Permits will be sought for activities that will impact the Field River. This process will ensure everything possible is done to prevent or minimise impacts to watercourses and ensure best practices are followed during construction. The contractor will also require an EPA Earthworks and Drainage licence prior to commencing works in Field River. The Contractor will be required to monitor the water quality of all watercourses, including Field River During construction and manage construction activities to ensure the relevant water quality targets are met. CGS006.2 Regular monthly meetings in the Trott Park Neighbourhood Centre A community engagement plan is being developed to ensure complete information are required for adequate communication and information sharing continues to be available for the community and opportunities are provided to give with residents. It is expected that a full and frank discussion will feedback, ask questions and raise concerns. occur and answers to questions from residents will be detailed and truthful. CGS006.3 The SExy Duplication PIR does not give residents interested in Noted. certain areas of the project adequate detail. It certainly does not Refer to Supplement 3.11 Visual amenity provide visual information so that residents can envisage what is coming and the effect on a large section of the Field River valley. Changes in visual ambience need to be projected for adequate community understanding.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference With such an expansive project it is suggested that a cost effective computer generated virtual tour be developed so that community problems can be identified and resolved as early as possible. CGS006.4 As plans become more detailed and final they need to be made Noted. available to the community, such as what happened in 1996. CGS006.5 Information from the construction of the first phase of the SExy should Noted. be read in detail no so that it can be considered in current planning DPTI has reviewed past information as part of the planning study and will continue to and mistakes not repeated. do so throughout the life of the project. CGS006.6 It should be remembered that as it is impossible to access the current Noted. SE from Trott Park, all of the disruption and loss of open space is for Refer to Supplement 2.3 Traffic volumes and access absolutely no benefit to local road users, without travelling a distance across the roadway. Many locals hence argue the need for this The new carriageway is located within the existing road reserve to minimise impacts. duplication. DPTI will continue to work with City of Marion, Friends of Lower Field River and Friends of Glenthorne to ensure the best possible environmental solution at this location. CGS006.7 It is very disappointing that we will severely damage an important Please refer to Supplement 3.7 Surface water and groundwater water course, the Field River, just because the construction budget is Please note, revegetation and rehabilitation works will be undertaken once restricted. Why couldn’t we wait and do it properly? construction is completed. CGS006.8 This area should not be valued on what exotic weeds and feral Noted. wildlife currently roam the Field River valley. The potential for drastic All measures possible will be taken to minimise any impacts to the Field River. improvement is just as great as the change of devastating destruction if not constructed in the most environmentally sensitive way possible. Please also refer to response for CGS006.1 Please refer to Supplement 3.7 Surface water and groundwater CGS006.9 Many important bird species use this habitat and often use the Field Noted. River valley as a wildlife corridor. The valley needs to be respected Flora and fauna surveys have been undertaken during the planning phase of the during construction. project which included all areas within and adjacent to the Southern Expressway. Refer to Supplement 4.1 Environmental management and 3.6 Fauna Please also refer to above response LGS002.7, LGS002.8 and CGO005.5

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Reference Issue Project Response number Impact Report reference CGS006.10 Planning needs to incorporate preserving and linking heritage sites Potential future tourism opportunities are outside the scope of this project along the route, in particular the mining related structures. If future tourism is to be maximised, this needs to be planned early in the process. Tourism potential must be seriously considered. CGS006.11 It would be appreciated if full flora and fauna lists could be provided to Noted. interested residents from surveys completed recently. These should Species lists can be made available upon request. also be forwarded to organisations such as Birds SA. CGS006.12 The project must eliminate the use of plastic, artificial walls as noise Noted. control measure. These are a joke. They are ugly, unnatural, The Southern Expressway Duplication will generate excess soil, which DPTI intends regularly sprayed with graffiti and broken. FoG suggests it would be to utilise within earth mounds for noise mitigation. Earth mounds can only be utilised far better to lose vegetation now as the price to pay for an adequate in areas with adequate room to accommodate them. DPTI is currently investigating revegetated noise mound in preference to noise walls. This is where earth mounds can be placed. Where room does not allow earth mounds other especially true along Adams Road section of the SE. noise attenuation measures will be considered. Refer to Supplement 3.9 Noise and vibration for more detailed discussion on possible noise attenuation treatments. CGS006.13 Offset plantings and information of removed vegetation must be Refer to Supplement 3.5 Flora for discussion on likely vegetation impacts. reported in to the community regularly and in detail. FoG want to Revegetation and remediation works will be undertaken along the length of the know what is being removed and what DPTI will put back in return. corridor in accordance with DPTI’s Vegetation Removal Policy, The Native FoG want the Field River valley improved rather than blocks of trees Vegetation Act, the Development Act and the Environment protection and planted well away from where the damage occurs. Biodiversity Conservation Act. CGS006.14 Erosion due to increased urban runoff needs to be considered DPTI has completed an initial and Water Quality Risk Assessment (WQRA). DPTI especially in the vicinity of Young Street. and the contractor will undertake a more detailed WQRA at the detailed design phase of the project. The WQRA process includes: . assessment of the existing conditions at a catchment scale . design opportunities to minimise impacts . construction risks and management required . operational risks and management required

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Reference Issue Project Response number Impact Report reference Key stakeholders such as the Environmental Protection Agency South Australia, Natural Resource Management Board and local councils will be invited to participate in this process. The contractor will need to complete a Sediment and Erosion Drainage Management Plan which will detail how all waterways will be protected during construction works. CGS006.15 Current local wildlife needs to be removed safely and accommodated The appropriate authorities and expertise will be contacted to remove trapped fauna elsewhere in the local area and revegetation specific to the wildlife or fauna located in vegetation marked for removal. Injured, trapped and/or nuisance species identified in surveys and expected to return should be fauna will be managed in accordance with Section 13 of the Animal Welfare Act 1985 planned and planted. Specialist services (e.g. Penny and David and Animal Welfare Regulations 2008. Paton) should be consulted. Findings should be available to the community. CGS006.16 The southern suburbs require long term environmental planning and The project will align with existing regional plans such as local government the SE duplication needs to fit into an environmental Integrated development plans, The Adelaide Mount Lofty Ranges NRM Board plans (e.g. Management Plan incorporating Glenthorne farm, the Happy Valley catchment management plans) the SA Strategic Plan and the 30-Year Plan for Hill Reservoir, the O’Halloran Hill Recreation Park and the Field River Adelaide. through to Hallett Cove Beach. CGS006.17 Water components of the project need to be constructed for the full The WQRA process (see response to CGS006.14) includes assessment of the benefit of the environment, not for the mitigation of public risk for existing conditions at a catchment scale. Opportunities to maintain or enhance fish DPTI or the local councils. passage will be investigated throughout the detailed design phase as well as considerations of other biota. Construction of new and upgrades to existing stormwater treatment measures such as detention and treatment basins will be completed as part of the project. This will ensure the relevant water quality targets are achieved downstream of the project. CGS006.18 Soak ponds need to be full of water for a considerable amount of As part of the duplication, all new basins and any upgrades to existing basins will time, rather than continually draining dry. have an impervious (clay) lining installed to maximise water retention. However as the basins are designed to only capture and treat expressway road runoff, in some instances there is insufficient catchment to maintain permanent water all year. CGS006.19 SExy needs to fully consider the environment because the effects on A Contractor’s Environmental Management Plan (CEMP) will be developed prior to Field River will be irreversible and severe. The public needs to have construction to manage environmental impacts associated with construction of the access to all of these areas for passive recreation. The FoG suggests project. The CEMP will include appropriate measures for managing and mitigating Breakout Creek at Lockleys as an example. specific impacts to fauna and flora including minimising machinery movement in vegetated areas including areas of native vegetation and significant habitat. The

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference CEMP will also include species-specific measures if necessary as well as undertaking monitoring and procedures in the event that adverse impacts to one or more species are repeatedly identified. The CEMP will also include ‘no go’ zones which will be demarcated during construction. Public access to the Field River area is outside the scope of the project. CGS006.20 The area in the vicinity of Young Street Bridge is a major concern. Refer to Supplement 4.1 Environmental management This section is already compromised from earlier construction on both Please also see response to CGS006.14. sides. Special consideration and erosion control should be given to this site during construction. Removal of exotic trees and plants in the vicinity of the project should Noted. Vegetation impacts will be minimised through the design phase of the project. be staggered and only occur immediately where they are not currently used as refuge and food for native species. CGS006.21 The exotic deciduous trees planted along both sides of Adams Road These trees will not be removed as part of this project. must be removed as they are of no environmental value and the whole streetscape along Adams Road (along SE) needs landscaping using only locally native plant species. (With assistance from Marion Council) CGS006.22 The pine trees along Adams Road are a valuable food source for the These trees will not be removed as part of this project. vulnerable Yellow-tailed Black Cockatoos and should not be touched. CGS006.23 If DPTI is serious about aesthetics areas away from but in the general Noted and thank you. Your offer of assistance is appreciated. vicinity of the SE should be included in landscaping. FoG would be happy to assist where they, as they have insurance as volunteers and experience. CGS006.24 A. The recent advertisement of the Sheidow family land along the a) Noted Field River means that there is an opportunity for the State b) Refer to Project Impact Report 8.4 Effects of the Project Government to play a major role in the conservation of this important part of the southern suburbs. The purchase and improvement of this land would be seen as an adequate offset to the land and vegetation lost in construction of the SE duplication and other Government works and should be included in the projects budget.

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Reference Issue Project Response number Impact Report reference B. Local residents want this project planned and constructed properly, as we are benefiting least from this project, as mentioned above. Certainly those closest to the SE Duplication will experience house value decline. CGS006.25 On the 14th of November 2010 I walked from just north of Majors Noted. Road Bridge in the O’Halloran Hill Recreation Park along the SE, Refer to Supplement 4.1 Environmental management south to the Young Street Bridge. Along the way I saw a Koala, a Bearded Dragon and 29 species of birds. If I am to see native species in my backyard, then the Field River works need to protect and conserve these animals and birds from day one and right through the project. CGS006.26 It is interesting that in the PIR Figure 3.1, Visual Amenity, Vegetation Section 3 Noted. and Noise Control were the top three common issues of concern Figure 3.1 Refer to Supplement 3.11 Visual amenity raised. What will it look like, its ability to blend into the current landscape without looking link and Expressway, the revegetation and water way damage and construction issues such as noise are all most important to many of us locals. Community feeling for the local environment is strong and we expect a sensitive project with an outcome that is attractive and doesn’t look like a drain or an LA freeway. CGS006.27 If this project results in a local disaster, which the State Government noted won’t be willing to or won’t be able to afford to repair, the local residents will let those in Parliament and the wider Adelaide community know about it. If not done correctly, many current issues of society will return in more serious ways and the community’s wellbeing will suffer. We have just one opportunity to get this right, if it has to be done, and local residents deserve and demand the opportunity to have meaningful input into the planning.

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Public Submissions (PS)

Reference Issue Project Response number Impact Report reference PS001 The proposed project plan doesn’t address the major drawback PIR 5.2 The project has been designed to cater for 2031 traffic volumes articulated in the 30- affecting people living around Panalatinga Rd-Expressway Year Plan for Greater Adelaide. intersection where the exit from the expressway is. There is no way of Refer to Supplement 2.3 Traffic volumes and access entering the expressway to go in the Southern direction on that exit. In my opinion, as the government is on this, the plan should be amended to include such an entry. A few years later, with high density housing development and higher density fill-in re- developments in the area, this will become a considerable bottleneck. Omitting this entry, the project demonstrates the same short- sightedness as the previous project, when the expressway was designed as a one-way road while it was obvious it would have been deficient with the ballooning population down south. PS002.1 Primarily, my greatest concern is that it is very evident that the project PIR Executive Refer to Supplement 2.3 Traffic volumes and access team are unaware of the route road users (public/industry/emergency Summary Refer to Supplement 2.3.5 Emergency service access services) use to travel from Happy Valley to Noarlunga Centre. I was really concerned when he had no response to my explanation that anyone seeking to get to Main South Road cannot turn right from Main South Rd (northbound) or turn left from Panalatinga Rd onto Main South Rd (to travel south), and that egress is via a series of dog leg turns on lower order roads through Old Reynella/Reynella/Morphett Vale. The most worrying context for this is in the increasing demand for services provided by SAPOL, SAAS and MFS (also SES Noarlunga). With new service delivery targets coming into place, there is an ever increasing risk to emergency services personnel whenever they are exposed to the hazards associated with even the most minor urgent driving scenario (let alone the very series tasks).

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Reference Issue Project Response number Impact Report reference PS002.2 This very point was raised throughout the community/stakeholder Refer to Supplement 2.3.5 Emergency service access engagement, and yet is not reflected anywhere in the PIR or it's Exec Summary. I was directly involved in the services engagement and have direct knowledge of what was provided by emergency services to the project team. Hence my lack of confidence in what has been reported to your office. PS002.3 One further issue with the PIR is that it doesn't accurately reflect the PIR Executive Refer to Supplement 2.3.5 Emergency service access reality to the public reading the document. The case in point is on Page 7 of the Exec Summary referring to "Unrestricted access for emergency services for both north-bound and south-bound travel on the expressway". As per my explanation above, this comment is only partially true. Similarly, on page 8, the Exec Summary reports that "new on-ramp and off-ramp at existing interchanges" is not fully disclosing that there is no access to/from the road at Panalatinga Rd interchange. The same can be said for another dot point on page 8 stating "two-way traffic flow at the Panalatinga Road interchange will require a new northbound on-ramp and utilisation of existing southbound off-ramp". The most glaring error however is the claim on page 7 of the Exec Summary that "Unrestricted access for emergency services for both northbound and southbound travel on the southern expressway" is used to illustrate the Key Benefits of the project. The expressed aspiration in the Exec Summary that a subsequent 'Concept Design' will "respond to relevant feedback from stakeholders and the community" (Page 8) rings a little hollow when the agency feedback is absent in the PIR regarding the desired access to/from the south. PS002.4 The PIR sites Objective 2 of the South Australia Strategic Plan 2007 PIR Table 4.1 Refer to Supplement 2.3 Traffic volumes and access Growing Wellbeing as one of the strategic linkages to justify the project. Examination of this objective reveals targets for improved outcomes relating to: reduce by 12% by 2014 “€ג T 2.8 Crime Rate .

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Reference Issue Project Response number Impact Report reference reduce to < 90 p/a “€ג T 2.9 Road safety: fatalities . reduce to < 1000 p/a “€ג T.2.10 Road safety: serious injuries . reduction in injury by 2012 40% “€ג T 2.11 Greater Safety at work . improve quality of life thru “€ג T 2.12 Work-life balance . maintenance of healthy work-life balance. The attainment of these targets within the object on growing wellbeing would be significantly more likely if this single measure (link to/from the south) is included within the scope of the project PS003.1 The plants have grown well and there are many types of birds PIR 12.4.2.2 Noted. including the Crested Shrike-Tit (Falcunculus frontatus – section and 12.4.4.4 Flora and fauna surveys have been undertaken during the planning phase of the 12.4.4.4) which I have observed on a number of occasions over the project which included all areas within and adjacent to the Southern Expressway. last 3 or 4 years, and there are at least 18 other species of birds. There are mammals including Koalas, reptiles including snakes, Thank you for the additional information and your observations. lizards, geckos, and skinks, and a good population of frogs. It would The detailed design of the duplicated expressway will ensure impacts to sensitive be a loss and a great shame if this area was destroyed during the vegetation and habitat areas will be minimised. duplication of the road and a serious effort should be made to preserve it. Refer to Supplement 4.1 Environmental management PS003.2 The footpath that follows the Expressway is poorly lit and largely PIR 7.4 Crime prevention through environmental design (CPTED) is a multi-disciplinary hidden from view. Ever since the first half of the road became approach to deterring criminal behaviour. CPTED strategies rely upon the ability to operational, my neighbours and I have been forced to listen to the influence offender decisions that precede criminal acts. sounds of assaults, altercations and other undesirable behaviour DPTI will consider CPTED principles in the design of the duplication. taking place on the footpath, and especially on the pedestrian bridge near to Christies Creek. The isolated and unobserved nature of the path makes it a real security risk, allowing close and largely unobserved access to the rear of homes and presenting the opportunity for criminal activity in a near police free environment. The footpath is also regularly used by motorcycles which present a safety hazard to pedestrians.

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Reference Issue Project Response number Impact Report reference PS004.1 The project has taken no heed to the fact that the Panalatinga / South PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access Rd Ramps under the present setup don’t allow entry or exit to or from the South. This would be the only rampset that does not allow both directional entry / exit under the Duplication; a major oversight and a slight to those living in suburbs adjacent that rampset! PS004.2 Suggestion: The expressway follows the Field River and passes PIR 5.2 The area you are referring to is a sensitive aquatic environment and the footprint of under the Young St overbridge. the project should be minimised as much as possible. I would propose that an entry ramp south and an exit ramp north Refer to Supplement 2.3 Traffic volumes and access could be simply added to the western side of the Young St bridge in its final form post duplication. Roundabout access to Young St to be provided at both ramps. Young St has easy access to Trott and Sheidow Pk to the north; whilst to the south easy access to Grant Rd with ongoing access to South Rd (and an overpass bridge) to Old Reynella, Panalatinga Rd and suburbs east. PS005 What is being done to reduce impact of very loud truck reversing PIR 15 The successful contractor is required to identify construction noise impacts of the beepers in construction zones project and associated mitigation measures. This includes using alternative reversing beepers where it is considered safe to do so. These investigations and the measures to be implemented will be detailed in the contractors Construction Noise and Vibration Management Plan (CNVMP). Refer to Supplement 4.1 Environmental management PS006.1 Disappointed at the lack of detail of new /northbound outlet back onto PIR 5.2 Refer to Supplement 2.3.5.2 Marion Road Interchange Marion Road PS006.2 Concerned about traffic access to Ralph Street, Sturt, both from PIR 5.2 There will be no change to the current arrangement at Ralph Street. Marion Road and going to Marion Road

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Reference Issue Project Response number Impact Report reference PS006.3 What is being done to reduce noise impact of reversing beepers on PIR 15 The successful contractor is required to identify construction noise impacts of the construction vehicles? project and associated mitigation measures. This includes using alternative reversing Construction workers to be equipped with personal beepers/vibrators beepers where it is considered safe to do so. These investigations and the measures to be implemented will be detailed in the contractors Construction Noise on their belts to minimise use of reversing beepers on construction vehicles and Vibration Management Plan (CNVMP). Refer to Supplement 4.1 Environmental management PS007 Improve entry and exit to Marion Road and alter signalised junctions PIR 5.2 Refer to Supplement 2.3.5.2 Marion Road Interchange to stop traffic using local road network in Sturt The current design will encourage traffic to use arterial roads for connecting to the expressway. PS008.1 The Concept Plan shows that the existing round-about is to be PIR 5.2 5.3 Refer to Supplement 2.3.5.4 Sherriffs Road Interchange removed and access to Sherriff Road and the Expressway will be Based on the 2011 traffic surveys, traffic exiting the Southern Expressway to Brodie provided by a realignment of Brodie Road North. Road North averages 2600 vehicles daily and traffic travelling from Brodie Road to I strongly disagree with this proposal on the grounds that it would be Brodie Road North averages 730 vehicles daily. Traffic entering the roundabout via a degradation of the existing access arrangements. Brodie Road North is an average of 510 vehicles per day. There was no detail of this realignment but the “helper” I spoke to at the information display said that the intention was to continue Brodie Road North straight toward Sherriff Road then hook it into the small side road in front of the Electronics shop and the Hire shop and construct somewhere in that area an intersection to access Sherriff Road. I am asking you to provide to me more detail of the proposed realignment. I don’t know if the intention is to relocate the current intersection closer to the bridge but unless this is done there is no room for this to happen as the current road runs near to the wall of the Electronics shop. I notice on the Concept Plan that the proposed slip lane northbound onto the new Expressway lanes follows nearly the same path as the existing slip lane. Even if the slip lane needed to be relocated slightly westward there is room to move the current roundabout south westward to maintain the current set up of the roundabout providing northern access to the

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Reference Issue Project Response number Impact Report reference Expressway and access to Sherriff Road. I am asking you to provide to me surveyed numbers of the amount of vehicles that on a daily basis exit the roundabout onto Brodie Road North and the number of those that enter the roundabout from Brodie Road North. PS008.2 What effect will the new carriageway have on the existing mounded PIR 15 The noise mound will be impacted, or entirely removed to allow for the new road barrier that runs parallel between the expressway and Mirrimar footprint. Cres.? As the road is moving closer to property boundaries, there is no opportunity to Will any of it be removed? replace the noise mound and instead, noise barriers are proposed. If it is removed what will it be replaced with? The noise modelling takes into account the new road design alignment, existing From what I could tell from the Concept Plan the cut down to the barriers (and impacts to existing barriers), and topography. carriageway would start 20 metres to the east of the kerb on Mirrimar A four metre high noise wall (approximately 300 metre long) is proposed in this area Cres. This would imply complete removal of the mound. to ensure noise limits are not exceeded for these properties. I strongly disagree with this as the mound provides noise and light Refer to Supplement 3.9 Noise and vibration abatement. With the Expressway operating in both directions simultaneously and for a further four hours per day residents along Mirrimar Cres will be subjected to more noise. The fact the carriageway will be approximately 20 metres closer to the houses will exacerbate the situation. These houses are possible the closest of any houses to the carriageway of any along the length of the expressway. I am asking you to provide me with more detail of the area between the roundabout and Moore Road.

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Reference Issue Project Response number Impact Report reference PS008.3 Has any consideration been given to providing northern direction only PIR 5 Refer to Supplement 2.3 Traffic volumes and access access to the expressway from the western side of the Moore Road Please note the stockpile site is being used to store material from the rail upgrade bridge. projects. This would accommodate any traffic from the residential and commercial area to the west of the Expressway and take a lot of heavy traffic away from the Sherriffs Road area. A roadway has been constructed for use by the trucks stockpiling the overburden from the quarry. Perhaps this could be utilized. PS009 My house is located close to Beach Road southbound on-ramp. I PIR 15 A four metre high (approximately 180 metres long) noise wall will be constructed in have concerns with noise levels and as per plans viewed at SAFC I this area for properties in this location that exceed the noise limits. see there is a gap through where my house is in line assessed levels Refer to Supplement 3.9 Noise and vibration of noise concerns are. I would like to request more information and consideration regarding this matter. PS010.1 The proposed access from Brodie Road North to Sherriffs Road to PIR 5 Refer to Supplement 2.3.5.4 Sherriffs Road Interchange the expressway looks very convoluted. The sharp right then left turn will be difficult for some of the heavy traffic that uses Brodie Road North PS010.2 Has consideration been given to providing a northbound only slip lane PIR 5 Refer to Supplement 2.3 Traffic volumes and access at Moore Road west of the bridge onto the expressway? PS011.1 Concern at entry and exit proposed at South Road Bedford Park. This PIR 5.2 The ultimate form of this interchange will be developed as part of the Darlington is not fixing the problem, only making it worse. Transport Project. For this reason, DPTI will improve the intersection to minimise investment in infrastructure that would be soon redundant. Given the intersection is at capacity, we will look to maximise traffic outcomes at this site cognisant that future construction of a fully grade separated free flow solution is dependent on funding by the Australian Government and will not coincide with the construction program for this project. PS011.2 Concern at traffic lights being used to control exit at major PIR 14 The use of traffic signals as these locations is a safety measure to minimise intersections (Sherriff Road, Beach Road) conflicting movements. PS012.1 The Onkaparinga Bridge at Port Noarlunga South is a road block to PIR 14 The Onkaparinga Bridge at Port Noarlunga is outside the scope of this project. traffic on and off at Beach Road roundabout

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Reference Issue Project Response number Impact Report reference PS012.2 Dyson Road and Commercial Road through Seaford is a continuing PIR 14 Dyson Road and Commercial Road through Seaford is outside the scope of this problem even though this road was widened several years ago project. PS013 New house built because of view of Field River reserve / gorge and PIR 17 Land was reserved at the time of construction of the original Expressway for its concerned regarding impact duplication will have on this view. eventual duplication. The new carriageway will be constructed within the existing road reserve. Refer to Supplement 3.11 Visual amenity and Part B Updated concept design for further information Please note, revegetation and rehabilitation works will be undertaken once construction is completed. PS014.1 There is no access or provision for motorists who wish to travel from PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access the Main South Road/Panalatinga Road exit and entrance to head South and vice versa. There is no access entry/exit at the Major Road/Expressway junction. PS014.2 How will Emergency Services get to you? PIR Exec Refer to Supplement 2.3.5 Emergency service access Summary PS015 I wish to express my disappointment with the lack of plans for the PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access Panalatinga and Kenihans Rd access. I can't use the expressway to access the south as I can't enter via this intersection. I have family living at Seaford and they can't visit my place via the expressway as they can't exit on to Kenihans Road. I understand this intersection is very complicated, but we don't want a expressway we can't use for the next 10-20 years. PS016 I would like to express my concerns regarding the failure to include PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access additional on or off ramps at the Reynella intersection. PS017 We were very concerned when the unduplicated expressway was PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access extended beyond Reynella and there was no provision for southbound entry/northbound exit at Panalatinga Road. For residents in the areas of Flagstaff Hill, Aberfoyle Park, Happy Valley, etc it was of little benefit as access to the city was easier via existing roads and access to the south did not exist.

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Reference Issue Project Response number Impact Report reference PS018.1 We live directly adjacent to the current roadway and were PIR 15 Refer to Supplement 3.9 Noise and vibration disappointed to learn at the recent community information session that the proposal includes a significant move closer to our home. We note a few kilometers up the hill, the road is proposed to expand on the eastern side which would greatly serve to reduce additional noise levels to those adjacent residents. We would very much appreciate to be included in this proposal. PS018.2 Please provide or direct us to where we can find the acceptable noise PIR 15 Refer to Supplement 3.9 Noise and vibration regulations levels for a residential area as we have been Refer also to DPTI’s website: www.dtei.sa.gov.au/standards/environment unsuccessful at finding this ourselves. PS018.3 Please also confirm what and where the current noise assessments PIR 15 Noise modelling requires a series of measurements to be taken over approximately a were done so we can have confidence that our street has been week. Both the average and maximum noise levels are calculated from the noise included in this consideration. recorded. The point source measurements, together with other inputs listed above, are used to develop a noise model that calculates both existing and future noise levels. Simply providing the point source measurements will not provide a real world view of the project impacts. Refer to Supplement 3.9 Noise and vibration PS019 The current plan revised to include entry and exit to the southern PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access expressway for both north and southbound traffic at the Panalatinga road/south road intersection.. PS020.1 It is my understanding that many issues raised by community PIR 3.3 Communication and community consultation have been key processes throughout members, local government officers and elected members, and this project. emergency services workers had been effectively dismissed by the Communication activities have primarily focused on delivering factual information project team without proper consideration, under the justification about the project to all interested parties to increase awareness and understanding. "that's outside the scope of the project". I find this extremely disappointing, and a poor reflection on the professional approach that Consultation activities have included discussions between the project team and officers in government departments should have. interested parties to gain detailed information, this information was then used in assessing route selection and also to minimise potential impacts. Refer to the Supplement 3.1 Community engagement

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Reference Issue Project Response number Impact Report reference PS020.2 Please reconsider the aspects of the project regarding additional PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access access, esp at Panalatinga Rd. I'd urge the project team and section leadership group to find the strength to advocate on behalf of local communities and reject the narrow thinking in terms of politics and budgetary issues. PS021 The removal of the roundabout would leave no access from Brodie PIR 5.2 5.3 Refer to Supplement 2.3.5.4 Sherriffs Road Interchange Road North to the expressway other than a complicated route via Sherriffs Road PS022.1 Clearly the transport, economic and social requirements of the mid Executive Refer to Supplement 2.3 Traffic volumes and access southern suburbs of the electorate south of Darlington/Brighton has Summary 1 not been rated as important by the proposal which continues to restrict full access at Panalatinga Road and denies any access at Majors Road. PS022.2 A left turn slip lane from the northbound proposed on ramp at Refer to Supplement 2.3 Traffic volumes and access Reynella would also provide access to mid south residents southbound: there is also room on adjacent vacant land. PS023 As our factory on Moore Road receives and sends out numerous PIR 5.2 5.3 The Southern Expressway Duplication project will transform the reversible trucks on a daily basis, some of which are larger articulated vehicles, expressway into a conventional two-way expressway. The project will widen the it is imperative that we have ready vehicular access not only to both existing expressway bridges over local roads, lengthen pedestrian and road bridges directions of the Southern expressway, but also local access, as we over the Southern Expressway, and add new on-ramps and off-ramps at existing do at the present time. interchanges. Refer to Supplement 2.3 Traffic volumes and access PS024.1 As a resident of Flagstaff Hill, who commutes daily to Seaford PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access Meadows and recreates in the southern region, I require access to the Southern Express Way at Majors Road and/or Panalatinga Road. I have studied the Project Impact Report for the Southern Expressway Duplication and find that the short sighted thinking applied when the Southern Expressway was first installed as a one- way transport corridor, is being demonstrated again with its duplication.

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Duplication of the Southern Expressway | Project Impact Report Supplement Report

Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS024.2 Together with the new connection required at Majors Road, all PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access interchanges should provide access/departure for all directions. Not doing so, will not achieve the full potential of the duplication. PS024.3 It is costing a premium to come back now and duplicate the PIR5.2 Refer to Supplement 2.3 Traffic volumes and access expressway with bridge upgrades or replacement etc. Access/departure for all directions at interchanges is required and is inevitable. Do it now while you have the opportunity and it can be done economically as part of the duplication works. PS024.4 I have heard DPTI argue that more interchanges and more traffic on PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access the Expressway will increase the crash risk. While this might be so, what study has been done to determine whether taking traffic off other roads (Main South Road for example) will actually reduce the likely hood of crashes for those motorists should they continue (be forced!) to drive on Main South Road. Personally, to use a dedicated, high speed transport corridor to get me to and from work and other times I choose to drive on it, I am prepared to take the risk. PS025 I, like thousands of others who use the southern expressway, cannot PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access see the logic or common sense in not providing improved access at Reynella. As a Red Cross driver I have always found it extremely inconvenient not being able to join the expressway from this area when heading south, also, not being able to exit the expressway when heading north. With multi-client pick-ups it means travelling many kilometres further, and/or using the slower South Rd. to collect clients. PS026.1 An intolerable increase in traffic noise at our home. The addition of all PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines 3 driving lanes and a breakdown lane to the west of the existing which includes consideration of existing noise levels. Expressway brings the roadway too close to our home. Refer to Supplement 3.9 Noise and vibration PS026.2 A significant devaluation of our property, due to intolerable traffic PIR 15 Refer to Project Impact Report 8.4 Land use, zoning and property noise and the close proximity of the new expressway.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS026.3 Unnecessary disturbance from continual impact noises such as PIR 15 The surrounding community is likely to experience some impact from construction blasting or pile driving, and other noisy construction activities. activities such as blasting, however the successful contractor is required to investigate noise and vibration activities that will impact on the surrounding community and implement measures to mitigate impacts, These investigations and measures will be detailed in the contractors Construction Noise and Vibration Management Plan. A blast management plan will be developed by appropriate experts to manage noise, vibration dust and any other impacts associated with blasting activities. Refer to Supplement 3.9 Noise and vibration PS026.4 Structural damage to our home due to ground shocks and vibrations PIR 15 Refer to Supplement 3.9 Noise and vibration from construction activities. PS026.5 Build the Southern Expressway Duplication to the east of the existing PIR 5.2 Refer to Supplement 2.3.2 Alignment Expressway where it passes Grace Road Darlington. This is a priority from our point of view. PS026.6 Construct effective, permanent and attractive noise barriers, before PIR 15 Installation of permanent noise barriers will occur as early in the construction road excavation and construction begins. This is also a priority from program as possible to assist in effectively mitigating noise for surrounding our point of view. community during works. In accordance with DPTI’s Operational Instruction 21.7 ‘Management of Construction Noise and Vibration’, these measures, as well as other measures that are identified as reasonable and practicable will be included in the contractors Construction Noise and Vibration Management Plan. PS026.7 Provide a guarantee that construction activities will not occur very PIR 15 In this project, construction works would be expected to affect individual receivers for early in the morning or late at night. long periods, thus noise level targets for long-term works will be adopted. In order to keep traffic flowing on the Southern Expressway during construction, it is likely that construction will take place during the night at times. Night works, when required, should be limited by the number of consecutive nights receivers are impacted. A Night Works Management Plan will be prepared by the contractor for any night works, which will need to include appropriate justification for undertaking the works at night and associated mitigation measures. Refer to Supplement 4.1 Environmental management

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Duplication of the Southern Expressway | Project Impact Report Supplement Report

Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS026.9 Provide a guarantee that construction activities will not cause PIR 15 Property condition assessments will be carried out on properties that may be structural damage to our home due to ground shocks and vibrations. subjected to vibration from construction activities. We are happy to have our home inspected prior to construction Refer to Supplement 4.1 Environmental management and 3.9 Noise and vibration activities. PS027.1 I object to the plans that are proposed for the duplication of the PIR 5.2 Refer to Supplement Part B Updated concept design expressway. I am not opposed to the duplication of the expressway Construction works will occur within the existing road corridor which was set aside but I am objecting to the design of the new entry ramp at Reynella. when the first expressway was built. The footprint of expressway within this corridor My property faces the expressway and is currently around 200 meters will be minimised during the final design process. from the current road. When the duplication of expressway is complete the road will sit around 180 meters away from my front door which is fine, however the entry slip road from Reynella will bring the road within 120 meters of my front door and this does not please me or the residents who will live closer to the slip road. This design needs to be revisited with local residents. PS027.2 Another concern to my house is the visual impact of this project. In PIR 17 Refer to Supplement 3.11 Visual amenity the current ''visual impact'' report there is no artist's impression of how the road/slip road will look when complete. Would the planning team be able to assure me that the new expressway and slip road will not negatively impact my view or property value? An artist impression would help in determining this. PS027.3 There is no mention of sound walls and planting trees around the new PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines expressway to reduce road noise. The current expressway has which includes consideration of existing noise levels. sound proofing that is deemed sufficient however it is still very noisy Noise mounds will be preferred over noise walls wherever possible. at peak hours and the sound proofing can’t reduce the noise from exhaust brakes. The current sound proofing is constantly covered DPTI is investigating options for anti graffiti coatings such as those present on the with graffiti which is poorly cleaned up and leads to more graffiti. How South Road Anzac Highway Underpass and the Glenelg Tram Overpass. can I be assured that this has been properly addressed during the Refer to Supplement 3.9 Noise and vibration planning of this project when the noise and graffiti is an issue that can’t be addressed today? What extra steps will be taken? PS027.4 Have the planning team addressed the issue of compensating PIR 8.4 Refer to Project Impact Report 8.4 Effects of the Project residents who are negatively impacted (property value / views / noise pollution) by this project?

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS028 The proposal to remove the roundabout at the Sherriffs Road PIR 5 Refer to Supplement 2.3.5.4 Sherriffs Road Interchange interchange will: . significantly increase the difficulty of our customers, suppliers and staff in accessing our site . and in particular, accessibility issues for larger commercial vehicles PS029 My family and I would like to voice our concern over the new plans for PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access the southern express way. It has been reported that the southern express way will be duplicated so that it will run both north and south. However this will be of little advantage to us because there are no plans for southbound motorists on Main South Road or Kenihans road to be able to join the expressway at Panalatinga Road. It makes no sense to spend $445 million on this expressway without spending more and have it accessible to all those thousands of people that live in Reynella, Happy Valley, and adjoining areas. Please rethink the plans and include additional off and on ramps at the Reynella intersection, not just for the community and tourists but also for the emergency vehicles that serve this area. PS030 The current scope of the expressway duplication project should be PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access expanded to provide all access at the Old Reynella interchange and/or Majors Road. PS031 The current scope of the expressway duplication project should be to PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access provide all access at the Old Reynella interchange and further that consideration also be given to providing access at Majors Road.

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Reference Issue Project Response number Impact Report reference PS032 The concept plans show the expressway is proposed to be deviating PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines to the Eastern side of the expressway for a 2 kilometre section up the which includes consideration of existing noise levels. Darlington escarpment. Refer to Supplement 3.9 Noise and vibration for more detailed discussion on We are registering our concern and would object to any further possible noise attenuation treatments and for information regarding property construction on the western side of the Southern expressway condition surveys. duplication project between Marion road and the top of the Darlington escarpment. Existing pedestrian access will be further investigated as the design is refined. This objection is for the following reason. Refer to Supplement Part B Updated concept design 1/ Increased road noise caused through lanes built closer to houses. 2/Damaged to houses caused through construction of expressway. 3/Removal of existing walking trail which is used by residents PS033.1 The current scope of the expressway duplication project should be PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access expanded to provide all access at the Old Reynella interchange and consideration given to providing access at Majors Road. I’m amazed yet not surprised by a northern – biased government! Start thinking for the future, not the pocket as usual. We would not be doing this again with bridge mods, blasting etc all adding to the original cost many times over wasting taxpayer dollars. PS033.2 It is very time consuming, not fuel efficient or giving any consideration PIR 19 Refer to Supplement 2.3 Traffic volumes and access to the savings in greenhouse gases not to have southern directional Refer to Supplement 3.13 Greenhouse gases access to the expressway. PS033.3 We at Happy Valley /Reynella should have always had access in both PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access directions to the expressway – it’s a significant population base that has to drive through an already congested Main South Rd to get to the council, hospital, southern beaches and commercial areas. We have been here since the 1970’s! The current non-access to the south forces a lot of traffic through Old Reynella with resultant noise intrusion to the retirement village and additional pedestrian safety issues at the shopping centres as well as all the extra traffic issues onto Main South Road when accessing via the Lonsdale interchange.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS033.4 The old railway bridge could have been used as a southern direction PIR 5.2 Noted. vehicle access in the original design. PS033.5 You have already prevented use of the original railway permanent PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access way for a rail transport loop and better public transport, so give us all a modern road system that doesn’t cause the same problems in the future like the last design. PS034.1 I am urging the project group to recommend an additional linkage to PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access the road to enable. Access to/from the south at Panalatinga Rd at Old Reynella/O'Halloran Hill. PS034.2 This connectivity is important to enable our various communities to PIR 7 Refer to Supplement 2.3.5 Emergency service access strengthen their links through employment and recreation, and also to enable servicing of demands for emergency services (presently, fire/police/ambulance/SES are required to follow dog leg routes through Morphett Vale and Old Reynella to access the N/E suburbs and return). PS034.3 The current scope of the expressway duplication project should be PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access expanded to provide all access at the Old Reynella interchange and consideration given to providing access at Majors Road. PS034.4 The City of Onkaparinga has a population of 162,000 which PIR 5.2 Refer to Supplement 2.3 Traffic volumes and access represents almost 10% of the State of South Australia and is continuing to expand and measures to cope with extra traffic flow should be planned for now, not in the future. PS035 We urge you to consider an entrance and exit to and from the south PIR 5.2 Refer to Supplement 3.9 Noise and vibration at Old Reynella / Panalatinga Road. PS036 We suggest that serious consideration be given to extending the PIR 5.2 The scope of the project is discussed in Supplement Part B Updated Concept southern end of Morphett Road in a southerly direction, joining the Design. expressway somewhere near Majors Road. PS037.1 The Southern Expressway Duplication will in its current form duplicate PIR 5.2 Refer to Supplement 3.9 Noise and vibration the shortcomings of the existing one in that there is no access for the residents of Trott Park, Sheidow Park and Hallett Cove. Every weekday many vehicles from these suburbs use Main South Road or Lonsdale Road / Ocean Bvd. that would use the Expressway if

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference accessible. Taking traffic off these roads would enhance road safety, which is a factor listed in 2.3 Key Benefits (Project Impact Report) Also see paragraph 1; 4.9 Transport PS037.2 I have been informed that the expressway is not for short journeys, PIR 5 These interchanges were designed to cater for different needs, not the distance which on the face of it seems fair enough, but the journey between between them. The Sherriffs Road interchange caters for industry in the area and the the Sherriffs Road and Beach Road interchanges contradicts that Beach Road interchange provides access to community facilities. argument. PS037.3 An interchange at Majors Road would provide such access. When I PIR 5 Refer to Supplement 2.3 Traffic volumes and access suggested this at a Community information Session the reply was that what is proposed is a duplication of the existing expressway, therefore additional interchanges where not budgeted for. Another objection was that this would increase traffic on Majors Road. I do not accept the latter point as Majors Road is being used as a link road now between Main South Road and Lonsdale Road. I contend that an access at this point servicing the suburbs of Trott Park, Sheidow Park and Hallett Cove would decrease traffic east of the expressway on Majors Road, including the section by the TAFE resulting in greater road safety for pedestrian and vehicle traffic accessing the TAFE including public transport. PS037.4 A speedy and low cost partial solution for southbound traffic would be PIR 5 The proposed left turn from the bus lane is currently being investigated by DPTI, to allow traffic to turn left from the bus lane onto the northbound including changes to traffic signal operation of the intersection that will not carriageway of Main South Road at the Reynella interchange. There significantly impact on bus operation and safety. are other existing bus lanes where left turns are permitted. I do not think this would greatly increase traffic on Lander Road, if at all. Traffic is already using Lander Road to travel to and from Main South Road in large volumes at peak times. Traffic turning right from Main South Road onto Lander Road would also be largely reduced. Another road safety plus. PS037.5 The existing system northbound traffic cannot exit the expressway at Refer to Supplement 3.9 Noise and vibration the Reynella interchange. This is one more disadvantage to residents of the above mentioned suburbs when travelling home from the south and forces them onto suburban roads earlier with the resultant road safety implications.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS038.1 Landscaping Planting Palette PIR 5 DPTI thanks you for these comments and has made the suggested changes in the At least 6 of the plant names are out of date. figure 5.5 Supplement Report. At least 4 are spelt incorrectly. Refer to Supplement 3.11 Visual amenity for the updated Landscape Planting Palette. At least 2 are not local natives for the Southern Expressway corridor. One is not even native to the Southern Lofty botanical region. One is an introduced species. One is an anti-social plant (i.e. harmful to humans). At least one of the local native species has weedy characteristics. At least one species is impossible for commercial nurseries to grow. At least one species is known to die out almost as soon as it is planted out. One is too short lived for inclusion in the tubestock component of the landscaping. The palette omits at least one key local native shrub which has persisted in the original landscaping and looks attractive. The overall biodiversity of the planting palette could be increased to reflect the full range of local terrestrial, aquatic and riparian plants available. I am not convinced that the palette takes into account the information on survivorship and species selection which can be learnt from the original Southern Expressway landscaping. Does the palette as it stands make any allowances for climate change? Recommendation: That the Landscaping Planting Palette be subject to a major review before detailed landscape design occurs and a plant order is sent to a nursery.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS038.2 North-South Wildlife Corridor PIR 12 Noted. Prior to the construction of the original Southern Expressway there was no north-south wildlife corridor along the plains of the City of Onkaparinga to complement the east-west corridors associated with major creeks and rivers and the north-south corridors along the coastline and foothills. The dense and continuous plantings of local native species from all three vegetation strata in the original Southern Expressway corridor has resulted in a near continuous north-south wildlife corridor. PS038.3 Page 5-5 of the Project Impact Report (or p67 in the pdf document) PIR 5.4.3 Noted. states that the proposed landscaping will consist of two elements; dense plantings and scattered tree plantings. The scattered tree plantings will not provide the continuous cover required for the Southern Expressway to continue at its current width wildlife corridor. I recommend that every effort be made to retain an intact and continuous north-south wildlife corridor along the duplicated Southern Expressway. PS038.4 Adams Road Lignum and Kangaroo Thorn PIR 11.4..2.1 Noted. Section 11.4.2.1 Vegetation Association 1 (page 11-4 or p130 of the pdf document) under the Remnant Group 2 heading states that the Lignum and Kangaroo Thorn growing in the wetland may be remnant native. I was involved with the original planting of this wetland and advise that the Lignum was actually planted. Some of the Kangaroo Thorn growing along the track was present at the time of the original Southern Expressway project and is probably remnant. All other Kangaroo Thorn associated with the wetland is planted. PS039 The current scope of the expressway duplication project, while ok, PIR 5 Refer to Supplement 2.3 Traffic volumes and access should be expanded to provide ALL access at the Old Reynella Refer to Supplement 2.3.5 Emergency service access interchange and also consideration given to providing access at Majors Road. This will help emergency vehicles to our communities more quickly as well as helping ordinary traffic.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS040 I strongly believe the Plan requires modification to accommodate PIR 5 Refer to Supplement 2.3 Traffic volumes and access additional access and exit points at the Panalatinga/South Road point as they will be utilised by many vehicles on long, medium and short distance travel going both ways therefore lessoning traffic on local roads. PS041 Two lanes from Panalatinga Road merge with one from Main South PIR 5 Refer to Supplement 2.3 Traffic volumes and access Road and a bus lane so effectively you have four lanes merging into one which then merges into the Expressway – sounds confusing – you bet it is! This intersection has needed revamping for many years and now you have the opportunity to make it happen. Why only do half a job again....do the job properly – rethink this vital link to the forgotten southern suburbs, Happy Valley, Old Reynella, Woodcroft and Morphett Vale. In effect, the current plan is removing an existing service of being able to enter the expressway from Panalatinga Road – let's not take services away but find a way to improve the Southern Expressway for all current and future users. With the expansion of the Southern suburbs it should serve as a reminder that not everyone using the Expressway lives in these newer suburbs - many of us enjoy the not so new suburbs and feel that we are being overlooked yet again by a shortsighted government. PS042.1 By duplicating the expressway the current noise pollution levels will PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines increase due to increased traffic and also due to it being built closer which includes consideration of existing noise levels. to my property. This has been acknowledged in the” Project Impact Refer to Supplement 3.9 Noise and vibration Report” on page 220 section 15.7. The additional “on-ramp” and bridge will also create an increase in noise levels due to cars accelerating to 100 km/h from a standing start. With the duplication of the expressway I will experience a significant increase in already annoying road noise and pollution. This will also affect my property value significantly. Note: The current noise barriers are ineffective so something has to be done.

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Part A: Summary of submissions and responses

Reference Issue Project Response number Impact Report reference PS042.2 My property price will also be negatively impacted due to the PIR17 Refer to Project Impact Report 8.4 Land use, zoning and property duplicated eyesore of a road aesthetically viewable from my living room and also noise levels from “point 1”. The structure will become larger and closer to my residence also which makes the visual impact worse. PS042.3 I understand that the government claims it it’s for the greater good PIR 5 Land was reserved at the time of construction of the original expressway for its and helps travel in the area. The simple answer to this is “wrong”. No eventual duplication. The new carriageway will be constructed within the existing Trott Park residents can use the expressway anyway as there is no road reserve. access ramps and there is no left turn on the Reynella interchange Refer to Supplement 2.3 Traffic volumes and access when heading south. I will experience no positive impact whatsoever from the Southern Expressway, only negatives, which I should be duly compensated for. PS043 There is a glaring error of no on/off ramp at the Reynella interchange PIR 5 Refer to Supplement 2.3 Traffic volumes and access which will affect thousands of people. PS044.1 Why can’t the corridor be put on the eastern side? PIR 5 Refer to Supplement 2.3.2 Alignment and 2.3 Traffic volumes and access PS044.2 The noise of the machinery operating at night, particularly the PIR 15 The successful contractor is required to identify construction noise impacts of the reversing beepers was unbearable when the 1st stage was project and associated mitigation measures. This includes using alternative reversing constructed. Does this have to be so loud? beepers where it is considered safe to do so. Refer to Supplement 3.9 Noise and vibration PS044.3 The dust was unbearable at one stage I could not even see the house PIR 16 Refer to Supplement 4.1 Environmental management and 3.10 Air quality situated across the road and when I rang to complain was told to get a pair of glasses. PS044.4 Heavy vehicles going up and down residential roads was also noisy PIR 15 Refer to Supplement 4.1 Environmental management and great huge deposits of mud was left all over the streets (I actually In addition, the Soil Erosion and Drainage Management Plan will address road brush complained to the council). That comes under littering and having an down requirements and the contractor will need to comply with relevant insecure load. Environmental Protection Authority requirements. PS044.5 I suggest you look at a higher thicker noise wall that is graffiti proof or PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines place a cyclone wire mesh fence on the western side of the sound which includes consideration of existing noise levels. wall. This would make it difficult to graffiti and could also have an ivy DPTI is investigating options for anti graffiti coatings such as those on the South or creeper grown up. Road Anzac Highway Underpass and the Glenelg Tram Overpass.

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Reference Issue Project Response number Impact Report reference Refer to Supplement 3.9 Noise and vibration PS044.6 What noise levels samples have been taken e.g. date, time, place, PIR 15 Noise modelling requires a series of measurements to taken over approximately one DB levels and could you please supply a copy of reports. week. Both the average and maximum noise levels are calculated from the noise recorded. The point source measurements, together with other inputs listed above, are used to develop a noise model that calculates both existing and future noise levels. Simply providing the point source measurements will not provide a real world view of the project impacts. Existing topography, existing and future traffic volumes, existing barriers, the road design and sensitive receiver locations have all been considered in the noise modelling investigations. Noise modelling will be revised through the detailed design phase to ensure the most current road design is modelled for noise. PS044.7 The current sound walls are not adequate. The noise comes down PIR 15 The noise criteria will be determined using DPTI’s Road Traffic Noise Guidelines the hill further up (the Darlington escarpment) and excessive noise which includes consideration of existing noise levels. comes thru from South Road and makes it worse. Refer to Supplement 3.9 Noise and vibration PS044.8 Will the government consider double glazing the windows of the PIR 15 Refer to Supplement 3.9 Noise and vibration affected homes? PS044.9 The first lot of construction caused wildlife to enter homes e.g. rats, PIR 15 The contractor's Environmental Management Plan will include measures to minimise mice, snakes, possums, fox’s etc. How do you expect to cope with impacts on fauna within the construction zone (see Project Impact Report this problem again? Section 12) and consider wider habitat impacts from the project. However, DPTI is not responsible for managing all fauna movements outside the construction zone. The area of disturbance during construction will be minimised as much as possible. PS044.10 Is it possible to erect the sound barriers before the construction of the PIR 15 Installation of permanent noise barriers will occur as early in the construction road? program as possible to assist in effectively mitigating noise for surrounding community during works.

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