Roads and Maritime Services Albion Park Rail bypass State significant infrastructure application report

December 2014

RMS 14.576 ISBN 978-1-925217-17-9

Executive summary

Introduction and need Roads and Maritime Services is planning for a 9.8 kilometre extension of the M1 Princes Motorway between Yallah and Oaks Flats to bypass Albion Park Rail (the project).

The motorway would complete the ‘missing link’ for a high standard road between Sydney and Bomaderry.

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

The project would also require ancillary facilities during construction, such as compounds, stockpile sites, temporary accesses, and sedimentation basins.

Roads and Maritime’s strategy is to provide a minimum four lane divided highway between Sydney and Jervis Bay Road, just south of Nowra. In line with this, the NSW Government has committed to a series of upgrades on the Princes Highway. Each of the remaining sections of highway to be upgraded to four lanes is under construction, or in planning, making the road standard of the section between Yallah and Oak Flats inconsistent with the Princes Motorway to the north and the Princes Highway to the south.

The Princes Motorway and Princes Highway between southern Sydney and Bomaderry have free flowing traffic conditions with the only remaining traffic lights at Albion Park Rail. Roads and Maritime considers that the project is needed to improve road safety and efficiency of the road network.

Planning and assessment process The project is permissible without consent by virtue of clause 94 of State Environmental Planning Policy (Infrastructure) 2007 (ISEPP), meaning that the project is an activity within the meaning of Part 5 of the Environmental Planning and Assessment Act 1979 (EP&A Act) and Roads and Maritime is the determining authority.

Clause 1 of Schedule 3 of the State Environmental Planning Policy (State and Regional Development) 2011 specifies infrastructure or other development that would be an activity for which the proponent is also the determining authority and would, in the opinion of the proponent, require an environmental impact statement to be obtained under Part 5 of the EP&A Act.

Roads and Maritime has formed the opinion that the project is likely to significantly affect the environment and would require an environmental impact statement to be obtained and consequently the project is State significant infrastructure under Part 5.1.

The purpose of this application report is to assist the formulation of environmental assessment requirements by the Secretary under section 115Y of the EP&A Act.

Proposed scope of the environmental impact statement The purpose of this application report is to comply with section 115X of the EP&A Act and to assist the formulation of environmental assessment requirements by the Secretary under section 115Y of the EP&A Act, which would inform the preparation of the environmental impact statement.

Albion Park Rail bypass ii State significant infrastructure application report Roads and Maritime Services This report:  Describes the project  Considers the potential environmental issues for the project  Identifies key environmental issues for the project, including: - Traffic and transport - Hydrology and flooding - Ecology - Aboriginal heritage - Non-Aboriginal heritage - Noise and vibration - Socio-economic - Landscape and visual amenity - Land use  Outlines other non-key environmental issues, including: - Soils, contamination and water quality - Air quality - Greenhouse gases and climate change - Resources and waste management.

This application report and the Secretary’s environmental assessment requirements will inform the preparation of an environmental impact statement for the project.

Albion Park Rail bypass iii State significant infrastructure application report Roads and Maritime Services Contents

1 Introduction ...... 1 1.1 Overview of the project ...... 1 1.2 Statutory process ...... 4 1.3 Purpose of this report ...... 6

2 Background ...... 7 2.1 Project need ...... 7 2.2 Consistency with strategic planning ...... 8 2.3 Project objectives ...... 9 2.4 Selection of the preferred route ...... 9

3 Project description ...... 14 3.1 Key project components ...... 14

4 Key environmental issues ...... 19 4.1 Overview...... 19 4.2 Traffic and Transport ...... 20 4.3 Hydrology and Flooding ...... 24 4.4 Ecology ...... 26 4.5 Aboriginal Heritage ...... 32 4.6 Non-Aboriginal Heritage ...... 36 4.7 Noise and vibration ...... 39 4.8 Socio-economic ...... 40 4.9 Landscape and visual amenity ...... 43 4.10 Land use ...... 45

5 Other environmental issues ...... 48 5.1 Overview...... 48 5.2 Soils, contamination and water quality ...... 48 5.3 Air Quality ...... 51 5.4 Greenhouse gases and climate change ...... 52 5.5 Resource and waste management ...... 54

6 Conclusion ...... 56

7 References ...... 57

Attachments

Attachment A: Requirements of the Environmental Planning and Assessment Regulation 2000

Albion Park Rail bypass iv State significant infrastructure application report Roads and Maritime Services Abbreviations and Glossary

AHIMS Aboriginal Heritage Information Management System ARI Average Recurrence Interval EEC Endangered Ecological Community EPA Environmental Protection Authority EP&A Act Environmental Planning and Assessment Act 1979 EPBC Act Environment Protection and Biodiversity Conservation Act 1999 ISEPP State Environmental Planning Policy (Infrastructure) 2007 LEP Local Environment Plan LEP Corridor The road corridor gazetted for the bypass of Albion Park Rail in the Wollongong and Shellharbour City Council Local Environment Plans in the mid-1990s. LGA Local government area LOS Level of Service NSW New South Wales OEH Office of Environment and Heritage PACHCI Procedure for Aboriginal cultural Heritage Consultation and Investigation PAD Potential Archaeological Deposit Roads and Maritime Roads and Maritime Services SEPP State environmental planning policy SEPP 14 State Environmental Planning Policy No.14 – Coastal Wetlands SRD SEPP State Environmental Planning Policy (State and Regional Development 2011 TSC Act Threatened Species Conservation Act 1995 WARR Act Waste Avoidance and Resource Recovery Act 2001

Albion Park Rail bypass v State significant infrastructure application report Roads and Maritime Services 1 Introduction

Roads and Maritime Services is seeking approval for the Albion Park Rail bypass (the project). This chapter provides an overview of the project and the purpose of this report.

1.1 Overview of the project

Roads and Maritime is planning a 9.8 kilometre extension of the Princes Motorway between Yallah and Oak Flats to bypass Albion Park Rail. The motorway would complete the ‘missing link’ for a high standard road between Sydney and Bomaderry.

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

The project includes:  Road alignment: The northern end of the proposed motorway would connect to the existing Princes Motorway at Yallah; traversing south and crossing the Macquarie Rivulet west of the existing Princes Highway. South of the Macquarie Rivulet the alignment would generally follow the existing Illawarra Highway alignment, running to the west of the Illawarra Regional Airport. The alignment would then continue south between Albion Park and Albion Park Rail, crossing Tongarra Road. In the south, the alignment would skirt the southern side of the Croom Reserve passing through the north eastern section of the Croom Regional Sporting Complex. The alignment would then head east following the existing East West Link alignment before connecting into the existing Princes Highway at the Oak Flats interchange  An interchange at Yallah would connect the bypass to the Princes Highway and provide free flowing movements to and from Albion Park Rail, Dapto and Yallah  An interchange at Albion Park would include a northbound entry ramp and a southbound exit ramp at the Illawarra Highway. The Illawarra Highway would be closed to through traffic. A northbound exit ramp at the Illawarra Highway and a southbound entry ramp at Tongarra Road would be provided in future years to cater for future traffic growth. The interchange can connect to a future bypass of Albion Park (Tripoli Way)  A southern interchange at Oak Flats would include a northbound entry ramp and a southbound exit ramp to and from the motorway at the Oak Flats Interchange. A local road, one lane in each direction, would connect Croome Road and the Oak Flats Interchange. This separates local and through traffic and replaces the East West Link. The Oak Flats Interchange would be reconfigured to allow for the connection of the local road.

The general location of the project is shown in Figure 1 while key elements of the project are presented in Figure 2.

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Figure 1 Regional context of the project

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Figure 2 Key elements of the project

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1.2 Statutory process

Part 5.1 of the Environmental Planning and Assessment Act 1979 (EP&A Act) provides for an approval pathway for State significant infrastructure. It applies only to development declared to be State significant infrastructure by a State Environmental Planning Policy (SEPP) as per section 115U of the EP&A Act. Development may only be declared by a SEPP to be State significant infrastructure if it meets the following requirements:  It must be ‘development’ as defined in section 4(1) and as extended in s 115T of the EP&A Act to include an activity within the meaning of Part 5  The development must be permissible without consent by virtue of the operation of a SEPP  The development must be infrastructure as defined in section 115T or alternatively must be an activity under Part 5 where the proponent is also the determining authority, and is of the opinion that the project would require an environmental impact statement under Part 5 (section 115U of the EP&A Act).

Section 1.3 outlines how the project meets the above criteria, and is therefore considered to be State significant infrastructure under Part 5.1 of the EP&A Act. The process for obtaining the Minister’s approval to carry out development that is determined to be State significant infrastructure is shown in Figure 3.

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Figure 3 State significant infrastructure approval process

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1.3 Purpose of this report

Roads and Maritime has prepared this application report to support a State significant infrastructure application under section 115X of the NSW Environmental Planning and Assessment Act 1979 (EP&A Act).

The project is permissible without consent by virtue of clause 94 of State Environmental Planning Policy (Infrastructure) 2007 (ISEPP), meaning that the project is an activity within the meaning of Part 5 of the EP&A Act and Roads and Maritime is the determining authority.

Clause 1 of Schedule 3 of the State Environmental Planning Policy (State and Regional Development) 2011 specifies infrastructure or other development that would be an activity for which the proponent is also the determining authority and would, in the opinion of the proponent, require an environmental impact statement to be obtained under Part 5 of the EP&A Act.

Roads and Maritime expects the impacts of the project are likely to significantly affect the environment and would require an environmental impact statement to be prepared. The project is therefore State significant infrastructure under Part 5.1.

The requirements of clause 192 of the Environmental Planning and Assessment Regulation 2000 (EP&A Regulation) for applications seeking approval of the Minister for Planning and Environment to carry out State significant infrastructure are addressed in Attachment A to this report.

The purpose of this application report is to assist the formulation of environmental assessment requirements by the Secretary under section 115Y of the EP&A Act. The application report does the following:  Describes the project  Considers the potential environmental issues for the project  Identifies key environmental issues for the project.

The application report and Secretary’s environmental assessment requirements would inform the preparation of an environmental impact statement for the project. The form and content of the environmental impact statement would be in accordance with clauses 6 and 7 of Schedule 2 of the Environmental Planning and Assessment Regulation 2000.

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2 Background

This chapter describes why the project is needed, the project objectives, the process followed to identify the preferred project for the Albion Park Rail bypass, and the issues identified by the community during the consultation process.

2.1 Project need

The standard of the section between Yallah and Oak Flats is inconsistent with the rest of the Princes Motorway to the north and the Princes Highway to the south.

The Princes Motorway and Princes Highway between southern Sydney and Nowra has free flowing traffic conditions with the only remaining traffic lights at Albion Park Rail.

The project is needed to improve road safety and efficiency of the road network. Constructing the Albion Park Rail bypass would:  Divert a substantial proportion of through traffic onto the bypass, allowing the existing section of the Princes Highway at Albion Park Rail to mainly cater for local traffic. This would: - Improve travel times for through and local traffic, and reduce driver frustration - Improve the reliability of journey times: This would be particularly important for trips during peak travel periods, such as commuter and tourism traffic - Provide consistent travel conditions for through traffic  Increase the road capacity of the Princes Motorway and Princes Highway corridor: This would support population growth in West Dapto, Calderwood, Tullimbar and Tallawarra  Maximise the benefits of upgrading the Princes Motorway and Princes Highway corridor between Sydney and Nowra by bypassing the only traffic lights between Heathcote and Bomaderry  Reduce traffic volumes on the Princes Highway through Albion Park Rail: This would improve local amenity and access, and reduce other traffic related impacts, such as noise and localised air quality, for nearby residents  Improve flood immunity: The project would include the removal of a section of the Illawarra Highway near the Illawarra Regional Airport that is highly susceptible to flooding and improve flood immunity of the Princes Highway  Provide opportunities to improve the public domain and amenity within the Albion Park Rail town centre  Substantially improve road safety by separating through and local traffic and removing traffic conflicts  Provide economic benefits that are well in excess of the expected costs, as a result of increased efficiency of freight and reduced travel times.

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2.2 Consistency with strategic planning

The project would be consistent with strategic planning, as documented in the following reports:  NSW 2021: A Plan to Make NSW Number One (NSW Government, 2011): The project supports the Plan’s transport goals to by reducing travel times between Yallah and Oak Flats  The State Infrastructure Strategy 2012-2032 (NSW Government, 2012a): The project supports the goal to reduce localised congestion, improve safety and mitigate amenity impacts in regional communities, particularly those experiencing rapid increase in demand  The NSW Long Term Transport Master Plan (TfNSW, 2012): The project supports the Plan’s vision of improving connectivity for regional NSW and would be important for providing additional capacity to cater for proposed land releases, reduce travel times and provide a more consistent journey between Sydney and Bomaderry  The Illawarra Regional Transport Plan (NSW Government, 2014): The Plan identifies the ongoing upgrade of the Princes Highway as the most important road focus for the region. The project forms an integral component of the ongoing upgrades identified  Illawarra/South Coast Regional Action Plan (NSW Government, 2012b): The project supports the NSW Government’s plan to deliver significant road upgrades across the region to provide accessible, efficient and integrated regional transport  The Illawarra over the next 20 years: A Discussion Paper (NSW Government, 2013): The discussion paper predicts that 31,300 new homes will be built, 24,250 new jobs will be needed and an additional 52,300 people will be living in the region over the next twenty years. With a heavy dependence on private vehicles in the Illawarra, this growth will result in substantial increases in traffic movements requiring upgrades to transport infrastructure, with the Albion Park Rail bypass identified as a key piece of infrastructure to support this growth  Illawarra Regional Strategy 2006-31 (DoP, 2007a). The project supports the timely implementation of major transport infrastructure projects, including upgrades to the Princes Highway, which link the major urban centres  South Coast Regional Strategy 2006-31 (DoP, 2007b): The strategy identifies an additional 60,000 people expected in the region over the next twenty five years. The project would support growth in the region  Shellharbour City Community Strategic Plan 2013-2023 (SCC, 2013): The Plan identifies the large number of Shellharbour City residents who travel outside of the local government area for work, as well as the high utilisation of private vehicles by residents. The project would improve road safety and efficiency, and would reduce pressure on the local road network  Wollongong 2022 Community Strategic Plan (WCC, 2012): The project supports the implementation of effective and integrated regional transport systems, with a focus on road, bus and freight movement.

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2.3 Project objectives

The purpose of the project is to complete the missing link for a high standard road between Sydney and Bomaderry. The project aims to address short and long term transport needs.

The project objectives are listed and described in Table 1.

These objectives relate to the function of the project. Roads and Maritime also places a high priority on achieving quality project outcomes from an environmental and community perspective.

Table 1 Project Objectives Project Objectives Description Provide a motorway Motorway standard refers to a dual carriageway and a standard bypass of Albion design speed of at least 100 km/h. Park Rail. Provide a minimum of one The project is to ensure that the motorway can remain in 20 year flood immunity. open in a flood event with an average recurrence level of at least one in 20 years. Provide access for A- A-double vehicles incorporate two trailers that can each double vehicles. carry a full-length shipping container. While these vehicles are not commonly used, it is intended that the project be designed to accommodate such vehicles to provide maximum flexibility into the future. Provide east-west It is important that efficient motor vehicle, cycle and connectivity for current pedestrian movements are catered for across the and future land use. project.

2.4 Selection of the preferred route

Over the last 30 years Roads and Maritime has carried out substantial work to improve the Princes Highway corridor between Wollongong and Nowra. The ultimate need for an extension of the Princes Motorway to bypass Albion Park Rail has been acknowledged for many years.

This section provides an outline of the steps taken to date to identify a road corridor, including preliminary environmental investigations and community/stakeholder consultation that have been carried out.

2.4.1 Route selection study In 1994, the then Roads and Traffic Authority carried out a route selection study for a suitable long-term corridor for an extension of the Princes Motorway between Yallah and Oak Flats, so that planning for the surrounding land could occur. The aim was to establish a road corridor that would be able to operate at a satisfactory level of service with a service life of 30 years or more while catering for future development. This study also aimed to reduce the crash rate so it would be comparable with other parts of the State by reducing the conflict between through traffic and local traffic.

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The route selection study investigated a number of options for possible locations where the road corridor could be placed. Six options were shortlisted for detailed evaluation. The six options were:  Option 1: On the existing Princes Highway alignment  Option 2: On a combination of the Princes Highway and the railway alignment between Albion Park and Oak Flats railway stations  Option 3: Between the airport and the Princes Highway, then along the railway corridor between Albion Park to Oak Flats railway station  Option 4: To the east, predominantly along the railway corridor to Oak Flats  Option 5: On the existing alignment, then along the Illawarra Highway and through the Croom Regional Sporting Complex and Croom Reserve onto the East West Link corridor  Option 6: As per Option 5, but passing west of the Croom Regional Sporting Complex.

As a result of stakeholder feedback, Roads and Maritime undertook additional concept design work, and in 1996 selected a refinement of Option 6 as the preferred route for the extension of the Princes Motorway to bypass Albion Park Rail. The road corridor was then gazetted onto the Wollongong and Shellharbour City Council Local Environment Plans (the LEP corridor).

2.4.2 Road corridor review In 2013 Roads and Maritime carried out a road corridor review to assess the LEP corridor identified in 1996 to decide if it was still a suitable location for the bypass of Albion Park Rail.

The review’s key tasks included:  A review of the route selection study completed in 1996  Examination of the key physical and engineering features of the LEP corridor to ensure the project could meet current road design standards  Analysis of the traffic and transport performance of the LEP corridor, including current and future traffic volumes, travel times, the proportion of trips that would use the bypass, and a forecast of the future performance of the current road network without the project  Assessment of the economic value and benefits that the project would bring to the community and the economy  Assessment of the LEP corridor in terms of environmental, community and social issues and considerations.

The review found that most of the LEP corridor was largely suitable for a bypass of Albion Park Rail.

However, the LEP corridor was based on a design speed standard of 100 kilometres per hour, and current design standards require a design speed of 110 kilometres per hour to enable a speed limit of 100 kilometres per hour to be applied. The review found this speed could not be achieved in one section of the LEP corridor. The curve next to the Croom Regional Sporting Complex would need to be increased from a radius of 500 metres to 600 metres to meet current design standards. A 600 metre radius would not fit within the LEP corridor and so the review concluded that further design refinements were required around the Croom Regional Sporting Complex. The review also recommended further investigations and traffic modelling were needed to identify the potential interchange locations and layouts for connections of the proposed Albion Park Rail bypass with the surrounding road network. Albion Park Rail bypass 10 State significant infrastructure application report Roads and Maritime Services

Traffic modelling undertaken as part of the road corridor review included modelling of route choices based on the time it would take to travel on the bypass and the distance travelled. When distance was considered, rather than time alone, the modelling found that a higher portion of traffic would continue to use the existing Princes Highway. This was due to the proposed bypass being three kilometres longer than the existing Princes Highway, despite taking a shorter time to travel. It was concluded that if the bypass could be shortened it would make it a more attractive route option for traffic. The review recommended future investigations be undertaken to identify any possibilities for shortening the route.

Despite these design refinements and additional investigations, the road corridor review largely confirmed that the LEP corridor was suitable for the bypass of Albion Park Rail. The review confirmed that the corridor would perform well when judged against a range of technical and environmental criteria, including that it had a generous width, could provide motorway conditions, could largely meet road standards to provide consistent driving conditions (except around the Croom Regional Sporting Complex) and would provide substantial traffic benefits.

2.4.3 Selection of Preferred Project Following the road corridor review in 2013 Roads and Maritime identified options for the road alignment and potential interchange locations. This included the development of:  Five road alignment options  Nine options for the interchange at Yallah  15 options for the interchange at Albion Park  16 options for the interchange at Oak Flats.

A shortlisting workshop held in July 2014 assessed the options. This confirmed the preferred alignment for the project. At the workshop four northern interchange, 10 central interchange and two southern interchange options were retained for further development and assessment. This short list was taken to a value management workshop for further assessment.

The value management workshop was held on 5 and 6 August 2014. This workshop brought together technical experts and key project stakeholders to make recommendations and develop a way forward for the project. The workshop assessed the overall draft plans and recommended a preferred alignment option (the proposed motorway). A preferred interchange configuration at Yallah was selected at the value management workshop.

The workshop participants recommended further work be done on potential configurations for the interchanges at Albion Park and Oak Flats. The workshop group narrowed down the number of interchange options in these areas but no preferred option was actually recommended.

Following the value management workshop, additional modelling and design refinements were done for the remaining interchange options at Albion Park and Oak Flats. Preferred interchange options were identified at a technical workshop on 29 August 2014.

The preferred option for the Albion Park Rail bypass was determined to be Croom option B for the alignment, and northern interchange option 7, central interchange option 13c and southern interchange option 1c for the interchanges.

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2.4.4 Community and agency consultation Community and stakeholder consultation has been an integral part of the project since it began in the mid-1990s.

Following the release of the Road Corridor Review Report in 2013, a range of communication and consultation activities for the bypass were undertaken to inform the community about the project and seek feedback.

The objectives of these communication and consultation activities were to:  Raise awareness of the project  Engage with key stakeholders and affected local communities early in the planning process, so issues raised can help inform the concept design  Allow face to face dialogue between community members and the project team  Engage early with property owners about the potential need for property acquisition for the construction and operation of the bypass.

Activities Communication and engagement activities have included:  Focus group to gather opinions, beliefs and attitudes to help Roads and Maritime tailor communications for the broader community  Delivery of the Road Corridor Review Report Summary to more than 17,500 residences and businesses  Six newspaper advertisements to promote the release of the Corridor Review Report and community information sessions  Visits to around 150 local businesses  More than 400 face to face discussions with team members at four community information sessions  More than 140 face to face discussions with team members at the Wings Over Illawarra air show  Two Croom Regional Sporting Complex stakeholder group meetings  20 one-on-one meetings with sporting groups who use Croom Regional Sporting Complex  Two newspaper advertisements to invite community representatives to be involved in the Value management workshop  Value management workshop to assess bypass options was attended by council, industry, business and community representatives.

Feedback Some of the most frequently received feedback has included:  Timing for construction – there is support for the bypass to be constructed now  Access to Dapto, Albion Park and Oak Flats  Impact of shortening the bypass through Croom Regional Sporting Complex  Property impacts, including potential impacts on property values.  Impact on local amenity and surrounding environment.

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Next Steps The preferred option (as described in Section 3) was displayed for a period of four weeks to 24 November 2014. This display provided an opportunity for the community to review the preferred option and provide feedback

Feedback received from the preferred option display will be collated into a community feedback report and used as input into the development of the concept design and in the preparation of the environmental impact statement.

Updates will be made available to the community as the project progresses. The environmental impact statement is expected to be placed on public exhibition late in 2015 when the community will have another formal opportunity to provide feedback.

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3 Project description

Roads and Maritime Services is planning for a 9.8 kilometre extension of the Princes Motorway between Yallah and Oak Flats to bypass Albion Park Rail.

The motorway would complete the ‘missing link’ for a high standard road between Sydney and Bomaderry.

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

The project would also require ancillary facilities during construction, such as compounds, stockpile sites, temporary accesses, and sedimentation basins.

3.1 Key project components

3.1.1 Alignment The northern end of the proposed motorway would connect to the existing Princes Highway at Yallah; traversing south and crossing the Macquarie Rivulet west of the existing Princes Highway. South of the Macquarie Rivulet the alignment would generally follow the existing Illawarra Highway alignment, running to the west of the Illawarra Regional Airport. The alignment would then continue south between Albion Park and Albion Park Rail, crossing Tongarra Road. In the south, the alignment would skirt the southern side of the Croom Reserve passing through the north eastern section of the Croom Regional Sporting Complex. The alignment would then head east following the existing East West Link alignment before connecting into the existing Princes Highway at the Oak Flats interchange.

3.1.2 Interchanges The project would include three grade-separated interchanges, connecting the local road network with the motorway at Yallah, Albion Park and Oak Flats.

Interchange at Yallah The interchange at Yallah would provide entry and exit ramps connecting to two roundabouts on the Princes Highway, either side of the motorway. It provides free flowing connections for motorists on all movements on and off the motorway. Local traffic movements between Dapto and Albion Park Rail would be split south of the railway crossing. Northbound Princes Highway traffic would follow the existing Princes Highway under the motorway to the western roundabout to access the motorway. A northbound exit ramp would provide access to Dapto for motorway traffic. A southbound motorway exit ramp would connect to the eastern roundabout for access to the Princes Highway.

The configuration of the interchange at Yallah is shown in Figure 4.

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Figure 4 Interchange at Yallah

Interchange at Albion Park The central interchange would include a northbound entry ramp and a southbound exit ramp at the Illawarra Highway. The Illawarra Highway would be closed to local traffic. A northbound exit ramp at the Illawarra Highway and a southbound entry ramp at Tongarra Road would be provided in future years to cater for future traffic growth. This option can connect to a future bypass of Albion Park (Tripoli Way).

The configuration of the interchange at Albion Park is shown in Figure 5.

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Figure 5 Interchange at Albion Park

Interchange at Oak Flats The southern interchange would include a northbound entry ramp and a southbound exit ramp to and from the bypass at the Oak Flats Interchange. A local road, one lane in each direction, is proposed, connecting Croome Road and the Oak Flats Interchange. This would separate local and through traffic and replace the East West Link. The existing Oak Flats Interchange would be reconfigured to allow for the connection of the local road. It would provide access to the two quarries located south of the East West Link. This option would provide full access between the motorway, Princes Highway, New Lake Entrance Road and the new local road.

The configuration of the interchange at Oak Flats is shown in Figure 6.

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Figure 6 Interchange at Oak Flats

3.1.3 Bridges A number of bridges would be required to cross physical constraints, including:  Water courses (including Macquarie Rivulet, Duck Creek and Frazers Creek)  Floodways  Existing roads (including Tongarra Road and the existing Princes Highway)  The South Coast Railway Line.

3.1.4 Flood storage adjustments The proposed motorway as well as construction stockpiles, structures and equipment may have an impact on flood storage within local catchments. Ancillary facilities may be required to restore an appropriate level of flood storage, such as installation of detention basins.

3.1.5 Local road upgrades There is the potential for some upgrades to the local road network to be required as part of the project. These may include realignments, increasing the capacity of key intersections, and/or alterations to parking arrangements.

3.1.6 Ancillary facilities Ancillary facilities would be required to enable the construction of the project. Ancillary facilities would include the following:  Construction site fences  Temporary sediment and erosion control measures and other environmental controls  Temporary signage  Construction compounds  Crane and hard stand area set up  Stockpile sites (temporary and permanently incorporated into the finished works)  Temporary site accesses

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 Temporary road diversions.

3.1.7 Reconfiguration of Croom Regional Sporting Complex The proposed motorway would skirt the southern edge of Croom Reserve, impacting on the Croom Regional Sporting Complex. A number of sporting fields and facilities would be directly impacted by the proposed motorway, including the cricket/AFL oval and the northern edge of the junior rugby league paying fields and netball courts. The project would include reconfiguration of the Croom Regional Sporting Complex, with impacted facilities relocated within the Complex. The Complex would be reconfigured to provide sporting fields and facilities that are commensurate with existing facilities. Works to be carried out as part of the project for the reconfiguration of the Croom Regional Sporting Complex would include construction of new sporting fields and associated buildings and amenities, as required, to replace those directly impacted by the proposed motorway, as well as provision of new and reconfigured internal roads, pedestrian/cycle paths and parking.

3.2 Exclusions

For the purposes of this State Significant Infrastructure Application, the following activities are not regarded as part of the project (and would be the subject of separate approvals):  Geotechnical investigations  Topographic survey  Utility surveys, investigation and relocation.

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4 Key environmental issues

4.1 Overview

Roads and Maritime held a workshop on 4 July 2014 with input from relevant technical experts to identify key issues. Issues were assessed against the criteria, in Table 2 below.

Table 2: Key issue evaluation Risk Category Description Key Issue  Detailed specialist assessment required to determine the level of potential impact  Specialist input required to develop mitigation measures. Non Key Issue  No specialist input required  Some technical advice sought in preparation of EIS  Impacts can be mitigated by the application of standard environmental measures.

The outcomes of the workshop combined with preliminary environmental investigations indicate the following key environmental issues will require further detailed assessment and may require project specific impact mitigation measures.  Traffic and transport  Flooding and hydrology  Ecology  Aboriginal heritage  Non-Aboriginal heritage  Noise and vibration  Socio-economic  Landscape and visual amenity  Land use.

A number of other environmental issues have also been identified. These issues are outlined in Chapter 5 and are considered to be of lesser consequence taking into consideration the project scope, the existing environment and the implementation of standard management and safeguard measures. The potential impact of these other environmental issues will be assessed further in the environmental impact statement for the project.

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4.2 Traffic and Transport

4.2.1 Overview Roads and Maritime carried out traffic modelling associated with the corridor review (Bitzios Consulting, 2013). The studies provided an overview of the existing and likely future traffic conditions within the Albion Park region. Traffic modelling was undertaken for the road network surrounding and including the proposed motorway, including the town centres of Albion Park Rail and Albion Park, as well as the Illawarra Highway, Tongarra Road and the Princes Highway.

About 30,000 residential lots are planned for release in the surrounding area over the next 20 years. The traffic study adopted the Wollongong and Shellharbour Strategic Transport Model that considers the full amount of development within the surrounding region including Calderwood, Tallawarra, West Dapto and Tullimbar as well as development within existing suburbs. This model is widely used for the Illawarra Region.

The model considered a current year model being representative of 2013 traffic conditions and a future year model comparative to the year 2046. Morning peak and afternoon peak times were both modelled. The traffic study separately modelled ‘time only’ and ‘time and distance’ route choice to ascertain the likely benefits of the project.

Key Roads The Princes Highway is a major road link connecting Sydney and Wollongong to the Illawarra, South Coast and Victoria along the east coast of NSW. It provides a road link for the following purposes:  Commuter road between Sydney, Wollongong and Nowra  Local route for residents  Major tourist route for destinations in the Illawarra and South Coast  Important freight route for the South Coast.

The key roads identified in the core road network include the Princes Highway and Princes Motorway, as well as the Illawarra Highway and Tongarra Road. There are three interchanges along the existing Princes Highway route between Yallah and Oak Flats; the Yallah interchange, Haywards Bay Interchange and Oak Flats interchange. In addition there are 13 intersections along the Princes Highway between Yallah and Oak Flats, with six of these having traffic lights.

Traffic volumes and levels of service The annual average daily traffic on the Princes Highway north of the Illawarra Highway has increased by 1.9 per cent per annum from 44,635 vehicles per day in 1990 to 61,606 vehicles per day in 2013. The Princes Highway, Tongarra Road, Lake Entrance Road and Terry Street all exist on strategic bus corridors, with bus services providing connections for major regional centres.

Travel time analysis indicated that the Princes Highway between Yallah and Oak Flats currently has an average peak hour travel time of around 8-10 minutes. The Princes Highway in this section currently operates with a midblock level of service D to F (level of service is described in Table 3) during typical AM peak and PM peak periods. During periods of flood or school holidays the level of service deteriorates rapidly with congestion and substantial queues starting well before the peak periods begin.

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Table 3 Level of Service Criteria – Midblock Sections Level of AustRoads Description Road service Section (LOS) (vehicles per lane per hour) LOS F Forced flow. The amount of traffic approaching a point 900-1700 exceeds that which can pass it. Flow break-down occur, and queuing and delays occur. LOS E Traffic volumes are close to capacity and there is 720-1360 virtually no freedom to select desired speed and to manoeuvre within the traffic stream. Flow is unstable and minor disturbances within the traffic stream will cause break-downs in operation. LOS D Approaching unstable flow where all drivers are severely 585-1105 restricted in their freedom to select desired speed and to manoeuvre within the traffic stream. The general level of comfort and convenience is poor and small increases in traffic flow will cause operational problems. LOS C Stable flow but most drivers are restricted to some 450-850 extent in their freedom to select their desired speed and to manoeuvre within the traffic stream. The general level of comfort and convenience has declined noticeably. LOS B Stable flow where drivers still have reasonable freedom Not to select their desired speed and to manoeuvre within Applicable the traffic stream. The general level of comfort and convenience is less than LOS A. LOS A Free flow in which drivers are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to manoeuvre within the traffic steam is extremely high and the general level of comfort and convenience is excellent.

The future year model without the project shows that the Princes Highway between Yallah and Oak Flats is expected to operate at level of service E/F for most parts of the day. In addition, other roads such as Shellharbour Road, Tongarra Road, East West Link and Station Road would absorb a large portion of the overflowing traffic also reaching level of service E/F. If the current road network remains unchanged travel times along this section of the Princes Highway would increase substantially to 40 to 45 minutes in the northbound morning peak direction and 20 to 25 minutes in the southbound afternoon direction.

Public and Active Transport The following public and active transport is currently operating within the Albion Park Rail area:  Four bus routes currently pass through the core road network within Albion Park Rail, with two running along the Princes Highway and two servicing the link between Shellharbour and Albion Park along the Princes Highway and Tongarra Road. These services operate hourly in each direction  The South Coast Rail Line runs adjacent to the Princes Highway and provides direct connection to Sydney and southwards to Nowra. This service operates hourly in each direction  Shellharbour City Council implemented a shared path strategy for its Council area in 2010 including provision of, and planning for, a number of off-road shared use paths and on-road bicycle lanes, Shared use paths have been provided in and around the Croom Regional Sporting Complex, and adjacent to the Princes Highway. And marked shoulder lanes for cyclists have been provided along

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Tongarra Road and the East West Link  Wollongong City Council developed their City of Wollongong Bike Plan 2014- 2018 following a public exhibition period in April-May 2014. The Plan includes a network of proposed cycleway links to be established to the north of the Macquarie Rivulet, including along Yallah Road and throughout the future Tallawarra development area.

Future conditions without the project, based on the forecast growth in traffic, would result in:  Bus service travel times increasing due to slower travel speeds and increased intersection delays  More frequent service disruption due to traffic incidents and congestion  Reduced levels of safety for buses having to exit and re-enter the Princes Highway under heavy congestion. In addition safety for pedestrians would be reduced where they may be required to cross the highway to access services  Potential increases in conflict between motor vehicles, and pedestrians and cyclists.

Road Safety There were 350 crashes during the five years between April 2009 and March 2014 in the area covered by the following road sections:  Princes Highway/Princes Motorway (Haywards Bay Interchange to Oak Flats Interchange)  Illawarra Highway (north of Tongarra Road to the Princes Highway)  Tongarra Road (east of the Illawarra Highway to the Princes Highway).

The casualty crash rates were highest at the southern portion of the road network, and lowest along the Illawarra Highway and Tongarra Road.

Illawarra Regional Airport The Illawarra Regional Airport (also known as the Wollongong Aerodrome) is located off the Princes Highway. It is a base for a growing light aeronautic industry as well as a take off point for scenic flights by plane and helicopter. The Airport also provides a centre for a number of emergency services including the NSW Ambulance helicopter rescue service, Australian Aerial Patrol search and rescues, NSW Fire Rural Fire Service Regional Control Centre and summer beach/shark patrol services. There are currently no commercial flights operating to or from the Illawarra Regional Airport. The Illawarra Regional Airport is bounded by the Princes Highway to the east, Illawarra Highway to the north and west, and Tongarra Road to the south. The proposed motorway would run to the west of the Airport and traverse within 200 metres of the north-south runway to the south of Macquarie Rivulet, and within 400 metres of the east-west runway to the north of Tongarra Road. In addition Shellharbour City Council has allowed for possible future expansion of the north- south runway in its master planning.

An obstacle limitation surfaces survey was competed in 2004, and was confirmed as being still valid in March 2013. The concept design will be prepared to meet the air spaces requirements of the Civil Aviation Safety Authority and their appointed Aviation Safety Advisors, and will consider any operational impacts on the Airport.

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4.2.2 Summary of issues Construction Construction of the project would require the use of heavy vehicles to deliver construction plant, equipment and materials as well as remove waste from the project site. The construction period would also result in increased use of light vehicles on the surrounding road network associated with the construction workforce. The introduction of additional heavy and light vehicles may result in deterioration of intersection and traffic performance on the surrounding road network.

In addition, the construction of the project would be likely to have the following impacts:  Road traffic, pedestrians and cyclists would be likely to be temporarily disrupted due to the increased traffic volumes from construction vehicles. There would be the potential for safety impacts due to temporary road arrangements or the proximity of construction activities to normal traffic  Temporary disruptions and delays to traffic due to the narrowing of lanes, speed restrictions, additional truck movements and temporary road closures  The potential for a temporary shift of traffic movements from roads within the project area to alternative routes during peak periods as motorists try to avoid congestion caused by road works  Temporary impacts on pedestrian and cycle access  Increased bus travel times with consequent delays for commuters  Vehicle access to some properties close to construction sites would potentially be impacted.

Operation Once the project is operating, it would have the following potential impacts:  Permanent changes to existing traffic movements and permanent road modifications at Princes Highway, Tongarra Road, East West Link and the Illawarra Highway  Alterations to pedestrian movements at existing intersections  Alterations to existing property accesses.

The project would have the following benefits:  The ability to separate longer distance/through traffic and local trips  Reduction in overall travel times for longer distance business and freight trips  Improvement in travel time reliability for public transport, freight, businesses and commuters  Improved resilience to the traffic network capacity requirements during wet weather and flooding  Improved resilience to the traffic network capacity requirements during holiday periods increasing the attractiveness for tourists  An improved level of safety and significantly reduced crash rate.

4.2.3 Proposed further assessments Roads and Maritime will carry out a more detailed assessment of the traffic, access and safety impacts of the project. The assessment will use traffic modelling to assess traffic impacts associated with the construction and operation of the project. The

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assessment will identify traffic impacts and undertake an assessment of existing local and regional traffic volumes and traffic patterns against forecast volumes and potential changes to traffic patterns associated with the project. The assessment will include:  An assessment of interchange, intersection, road link and network capacity options to provide clear recommendations for input into the design  Assessment of the traffic related impacts arising from construction vehicles as well as any changes in the road network as a result of construction activities  Assessment of the traffic related impacts generally arising from completion of the project as well as those that could be expected from the ‘do nothing’ scenario, including assessment of impacts of the project on road users such as motorists, public transport, pedestrians and cyclists  Analysis of historical crash data to ascertain the safety of the road network as well as outline the improvement in crash safety that would be likely to result from construction of the project  Assessment of any impacts to the operation of Illawarra Regional Airport.

4.3 Hydrology and Flooding

4.3.1 Overview The proposed motorway would cross three separate water catchments including (from north to south) Duck Creek, Macquarie Rivulet and Horsley Inlet. The project would primarily cross and affect the Macquarie Rivulet Catchment, which covers an area of about 110 square kilometres from the Illawarra escarpment in the west to Lake Illawarra in the east. This catchment flows to Lake Illawarra.

The proposed motorway would cross a number of watercourses, which generally flow east from the Illawarra Escarpment, and north towards Lake Illawarra. From north to south, these watercourses are Duck Creek and its tributaries; Macquarie Rivulet; and Frazers Creek (which also has an associated complex of wetlands). At the southern end the project alignment turns east and again crosses Frazers Creek, as well as Horsley Inlet and its tributaries.

The local area experiences high and intense rainfall. Average annual rainfall is in excess of 1100 millimetres and up to 1600 millimetres in some upper catchments. Flooding is a current problem impacting both the Illawarra Highway and the Princes Highway. A significant portion of the proposed motorway would be located within the Macquarie Rivulet/Frazers Creek floodplain and as such, impacts of flooding will be a major consideration in the design of the project.

Using traffic incident and asset management data, Roads and Maritime found that there has been on average, three flooding events a year that close the Princes Highway for half a day each, and seven flooding events on the Illawarra Highway that close it for a total of about 4.5 days a year.

4.3.2 Summary of issues Construction The construction of the project would need to consider the following issues:  A large portion of the project would traverse flood-prone land and would need to be constructed at a suitable elevation to provide enhanced flood immunity  A large flood of Macquarie Rivulet/Frazers Creek occurring during construction would have the potential to impact construction works  Temporary waterway crossings would likely be required, which would have Albion Park Rail bypass 24 State significant infrastructure application report Roads and Maritime Services

potential impacts on flow regimes  Watercourses may be required to be realigned/relocated during construction, potentially altering the point of discharge  A major rainfall event would have the potential to impact on construction and may cause surface and groundwater contamination  Construction stockpiles, structures and equipment may have an impact on flood characteristics, including height of flood water, flood water velocity, flow paths, timing and flood storage.

Operation A preliminary review indicates that there are up to 22 location along the proposed motorway where watercourses would require passage through the project, including Duck Creek and its tributaries, Macquarie Rivulet and its tributaries, and tributaries of Horsley Creek. Once the project is operating, it would have the following potential impacts:  Depending on the type of bridges/culverts chosen during the concept design, there would be potential afflux impacts during flooding, as the bridges would be new structures in the Macquarie Rivulet/Frazers Creek floodplain (afflux is the rise in water level on the upstream side of a structure)  Bridges/culverts and batters may change the velocity, location and flooding characteristics, including the time of inundation, depths, rates of recession and could cause scour (scour is the removal of soil material by river flow)  Potential impact on water passages may occur through the various watercourses, including changes to peak flows and floodplain storage  Improved traffic network resilience during flooding  Improved flood immunity as the project would include the removal of a section of the Illawarra Highway that crosses Frazers Creek that is highly susceptible to flooding and improve flood immunity of the Princes Highway.

4.3.3 Proposed further assessments Roads and Maritime will carry out an assessment of the flooding impacts of the project. The assessment will:  Describe the existing flood and drainage conditions in catchments relevant to the project  Establish existing scenario flood levels and velocities for a range of design storm events  Identify minimum road elevations and sizing of bridges and culverts to achieve flood immunity requirements  Identify impacts to flooding for a range of design storm events, including the 20, 100, 2000 year average recurrence interval storms and the probable maximum flood, including an assessment of impacts to: - Flood elevations

- Flood extents - Flow velocities - Floodplain storage - Hydrological impacts on streams - Hydrological regimes.

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 Consider the potential impacts of climate change and future development on flooding and the concept design  Identify potential impacts from changes in flooding characteristics on properties and structures  Provide input into the concept design to ensure the design meets the project objective of providing a minimum 20 year average recurrence interval flood immunity, and identify feasible and reasonable mitigation measures to minimise impacts to flooding

4.4 Ecology

4.4.1 Overview Roads and Maritime carried out a Biodiversity Constraints Analysis to identify potential constraints within close proximity of the proposed motorway in relation to ecological considerations (nghenvironmental, 2014). The analysis included field investigations and a desktop review. Field investigations were carried out along the majority of the proposed motorway alignment (following the old LEP corridor previously identified by Roads and Maritime), an area to the north of Yallah Road, the Croom Reserve and a large portion of the Croom Regional Sporting Complex.

Vegetation communities and threatened ecological communities Four distinct vegetation types were observed within and in close proximity to the alignment of the proposed motorway. These were:  Planted/Regrowth Vegetation: This vegetation type was observed mainly in road reserves and places where road upgrades have occurred in the past 20 years, such as along the East West Link towards the southern end of the proposed motorway  Illawarra Lowlands Grassy Woodland: This vegetation community occurs at the northern end of the proposed motorway near Yallah Road and south of Yallah Bay Road. The proposed motorway would traverse an area of land containing this vegetation community in this area. An additional 33 hectares of this community is found within the Croom Reserve. This community is listed as an endangered ecological community (EEC) under the Threatened Species Conservation Act 1995 (TSC Act)  Riparian/Aquatic Vegetation: This vegetation community predominantly occurs to the north of Macquarie Rivulet and to the north and south of Tongarra Road. The areas of this community that are located in or close to a freshwater wetland form part of the endangered ecological community known as Freshwater Wetlands on Coastal Floodplains in the New South Wales North Coast, Sydney Basin and South East Corner Bioregions  Non native Vegetation: This highly disturbed or modified vegetation community is found where there is a prevalence of exotic or planted non-local plant species that make up both the overstorey and the lower vegetation layers.

Wetlands Frazers Creek contains a series of wetlands on the eastern and western side of the proposed motorway. Part of the wetlands systems includes a floodplain wetland listed on the State Environmental Planning Policy No.14 – Coastal Wetlands (SEPP 14), directly to the east of the proposed motorway, north of Tongarra Road. Frazers Creek feeds into this wetland, which was observed to contain a good diversity of native aquatic and riparian plant species, and may provide foraging habitat for migratory wading birds. Other SEPP 14 coastal wetlands occur further to the east, on the edge of Lake Illawarra. In addition the three main catchments traversed by the proposed motorway all discharge into Lake Illawarra; listed by the Australian Government Albion Park Rail bypass 26 State significant infrastructure application report Roads and Maritime Services

Department of the Environment as a nationally important wetland for its suitable habitat for nationally listed threatened species.

Threatened plant species Background searches identified a total of 38 threatened plant species with potential to occur in the area where field investigations were undertaken, with the Office of Environment and Heritage (OEH) Wildlife Atlas Database identifying 27 species and the Commonwealth Protected Matters Search Tool identifying 20 species (some species occur on both databases). Targeted searches were carried out for the threatened species for which there were numerous records in the region, or where potential habitat was present; as follows:  Eastern Flame Pea (Chorizema parviflorum): 218 individual Eastern Flame Pea plants were located in the field investigations area. The Eastern Flame Pea was observed to be in high abundances where the vegetation was more open and had a ground layer predominantly made up of native grass species, particularly Kangaroo Grass  Illawarra Greenhood Orchid (Pterostylis gibbosa): In areas near the proposed, motorway such as at Croom Reserve and north of Yallah Road, the Illawarra Greenhood Orchid is present in relatively high abundance. No individuals of this species have been found in areas likely to be subject to date.  White-flowered Wax Plant (Cynanchum elegans): No individuals were found in the 2013/14 surveys  Illawarra Zieria (Zieria granulata): no individuals were found in the 2013/14 surveys  Curved Rice Flower (Pimelea curviflora): There is a known population within the Croom Reserve which is outside the likely area of impact based on the known distribution at this stage of investigations.

The distribution of endangered ecological communities and Eastern Flame Pea is shown in Figure 7.

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Figure 7 Endangered Ecological Communities and Eastern Flame Pea distribution

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Weeds and disturbance Of the 143 plant species observed during the vegetation surveys, 58 species were either exotic or not native to the region. Of these, five are listed as noxious weeds by the Illawarra District Weeds Authority, including Lantana, Large-leaved Privet (Ligustrum lucidum), Small-leaved Privet (Ligustrum sinense), Blackberry (Rubus fruticosus), and Fireweed (Senecio madagascariensis). All five of these invasive exotic species are Class 4 (Locally Controlled) weeds, for which “the growth of the plant must be managed in a manner that reduces its numbers spread and incidence and continuously inhibits its flowering and reproduction”.

Groundwater dependent ecosystems A search of the Atlas of Groundwater Dependent Ecosystems found that there were four areas with moderate to high potential for groundwater interaction. These areas correlate with the freshwater wetland EEC and the SEPP 14 wetland on private property to the south of the Illawarra Highway.

Fauna Habitat Four broad habitat types are available for fauna across the proposed corridor:  Woodland: The Illawarra Lowlands Grassy Woodland provides the most optimal habitat for animals, and within the proposed motorway alignment is restricted to the north; to the east of the Princes Highway and north of Yallah Road. An additional 33 hectares of this community is found within the Croom Reserve  Riparian and wetland areas: Wetlands and waterways within the area provide potential foraging and/or breeding habitat for a range of species including waterbirds, amphibians, fish and migratory species  Planted regrowth vegetation: Planted regrowth native vegetation, which provides limited habitat for animals, is present in association with the existing road corridors; in the north of the proposed motorway alignment adjacent to the existing Princes Highway, and along the East West Link in the south  Non-native/clear land: These areas, which are primarily used for agriculture or grazing, provide very little in terms of animal habitat.

The field investigations only recorded two hollow-bearing trees. One of which was found north of Yallah Road outside the proposed motorway alignment. The lack of hollow-bearing trees is due to previous modification in the area. Hollow-dependent animal species are unlikely to be abundant along the alignment of the proposed motorway.

Fauna Eighty-five fauna species were detected during the field surveys; 60 bird, 17 mammal, five frog, and three reptile species. NSW Wildlife Atlas database searches for threatened species listed under the TSC Act identified 33 bird species, 18 mammal, five amphibian, three fish, and two reptile species within about 10 kilometres of the investigation area. The Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) protected matters search tool revealed seven bird, one reptile, five amphibian, three fish, nine mammal, and 12 migratory bird species with the potential to occur within about 10 kilometres of the proposed motorway. Field survey results are summarised as follows:  Varied Sittela, listed as a vulnerable bird species under the TSC Act, was observed in the northern section of the investigation area. This species is considered sedentary and would be likely to regularly utilise this patch of habitat  Five species of threatened microbat can be found within the area. Only two species (the Eastern False Pipistrelle and the Eastern Freetail-bat) can be found under loose bark on trees or in foliage and therefore have the potential to rely on Albion Park Rail bypass 29 State significant infrastructure application report Roads and Maritime Services

habitat within the field investigation area for both roosting and foraging. The other three species are hollow-dependent and are unlikely to be found roosting in the proposed motorway alignment. The area may provide them with foraging habitat. All of these species are listed as vulnerable under the TSC Act. The large-eared Pied Bat is also listed as vulnerable under the EPBC Act  Fig trees with foraging Grey-headed Flying-foxes were detected near to the proposed motorway, on the western edge of the property to the north of the Macquarie Rivulet. A camp/roost for the species is known at Figtree, 12km north east of the project which is within easy daily foraging distance to the proposed motorway. The project has the potential to impact on habitat required by Grey- headed Flying-foxes, which are listed as vulnerable under the TSC and EPBC Acts  Eight species of threatened terrestrial bird (all listed as vulnerable under the TSC Act) were considered to have possible occurrence in the proposed motorway alignment and may be using the proposed corridor for foraging and/or nesting, particularly in areas of Illawarra Lowlands Grassy Woodland  Latham’s Snipe was the only wetland bird listed as a migratory species under the EPBC Act that was detected in the field investigation area. Other wading birds were present in the Lake Illawarra estuary  The Green and Golden Bell frog is vulnerable under the EPBC Act and Endangered under the TSC Act. It has the potential to move long distances in response to favourable conditions. A targeted survey was done but did not detect the Green and Golden Bell Frog within the proposed motorway alignment. This was despite conditions being appropriate for the frogs to be active.

Aquatic Fauna The habitat evaluations for threatened fish and amphibian species determined that it was unlikely for any of these species to be utilising the available habitat within the field investigation area. The lack of records from the locality, the highly degraded habitats, the known distribution of the species, and the lack of particular habitat features (eg rocky overhangs, stags, gravel) suggest that none of the threatened fish species flagged in database searches are likely to use area in close proximity to the proposed motorway.

4.4.2 Summary of issues Construction The construction impacts associated with the project will be determined during preparation of environmental impact statement. The construction of the project would be likely to have the following impact:  There would be a potential impact (eg clearing, construction noise, lighting on additional crossing) on known habitat for threatened animal species including Varied Sittela, Latham’s Snipe, five microbat species, Grey-headed Flying-fox and several species of threatened terrestrial bird  Potential impact on threatened plant species including the Eastern Flame Pea, Illawarra Greenhood Orchid and Curved Rice Flower  Potential clearing and/or disturbance of EECs including Illawarra Lowlands Grassy Woodland EEC and Freshwater Wetland EEC  Potential loss of connectivity between habitat areas resulting in habitat fragmentation and edge effects  Clearing of native vegetation  Animal strike during the construction of the project  Potential introduction and/or spread of weeds, including noxious weeds Albion Park Rail bypass 30 State significant infrastructure application report Roads and Maritime Services

 Potential impacts on aquatic environments (both within and outside the proposed motorway alignment), habitats and species as a result of potential mobilisation of sediments and pollutants  Removal of habitat including riparian vegetation.

Operation Once the project is operating, it would have the following potential impact:  Lighting would potentially impact bats and other animal species, for example some nocturnal species may avoid the area, while lighting may attract insects providing a food source for microbats  Increased likelihood of animal strike and possible increase in mortality/injury to animals  Modification to the hydrological regime may lead to loss of wetlands areas and changes in species compositions  Increased noise would potentially adversely impact some animal species  Permanently altered habitat and connectivity  Potential impact on fish passage due to changes in conveyance of watercourses across the proposed motorway.

4.4.3 Proposed further assessments During the development of the design and the preparation of the environmental impact statement, opportunities to minimise impacts to areas of ecological value will be explored. Roads and Maritime will carry out an assessment of impact on the ecological values of the project site and adjoining areas including terrestrial, riparian and aquatic areas. The assessment will be undertaken in accordance with the Office of Environment and Heritage’s Framework for Biodiversity Assessment. The assessment will:  Update database searches relating to terrestrial and aquatic plants and animals  Involve fieldwork during spring and early summer to complement surveys carried out to date. Surveys will be carried out to determine the level of impact by considering the number of individuals present, the location of individuals/populations, importance of the habitat being removed, level of fragmentation, and the potential management. Surveys will include: - Field surveys to confirm the presence of Illawarra Greenhood Orchid within and near the project area, particularly in the Croom Reserve and TransGrid property. A survey at a reference point will also be carried out to determine whether the species is flowering - Field surveys to determine the extent which the project could impact the known Eastern Flame Pea population in and adjacent to the proposed motorway - Field surveys to determine the presence of White-flower Wax Plant, Illawarra Zieria and Curved Rice Flower - Field surveys including Anabat and stag watching for bats - Field based habitat assessment of waterways and wetland areas including for wetland and migratory birds - Field based surveys to determine the extent and condition of the Illawarra Lowlands Grassy Woodland EEC and Freshwater Wetland EEC  Assess the potential for the project area to support habitat for threatened species

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 Assess the impacts on critical habitats, threatened species, populations or ecological communities and their habitats  Identify feasible and reasonable mitigation measures relevant to the construction and operational stages of the project consistent with the Biodiversity Guideline – Protecting and Managing Biodiversity on RTA Projects (RTA, 2011).

Any requirement for biodiversity offsets will be identified in accordance with OEH’s Framework for Biodiversity Assessment and the NSW Biodiversity Offsets Policy for Major Projects.

Roads and Maritime does not expect the project will trigger a referral under the Environment Protection and Biodiversity Conservation Act 1999 based on previous studies. This will be confirmed after the field investigations identified above.

4.5 Aboriginal Heritage

4.5.1 Overview As part of the corridor review completed in 2013 and the options development process, Roads and Maritime conducted an Aboriginal archaeological survey and assessment of the proposed motorway alignment and the Croom Regional Sporting Complex. This was in accordance with stage two of Roads and Maritime’s Procedure for Aboriginal Cultural Heritage Consultation and Investigation (PACHCI) (Artefact Heritage, 2013 and 2014).

The Illawarra region is located within the Dharawal language group area, and the Wadi Wadi tribe in particular. The Dharawal language group was largely coastal and is thought to have extended from the Shoalhaven River in the south, to Botany Bay in the north and then inland to Camden (Attenbrow 2010: 34).

Early interaction between the Dharawal and the British was intermittent and brief. The records of Captain Cook and several of his crew document seeing numerous fires and occasional Aboriginal people on the coastline in the Illawarra region (Organ 1993: 46). Organ (1993: 49) documents an anonymous exploration journal attributed to surveyor George William Evans, which recorded an overland expedition north from Jervis Bay via Wollongong in 1812. The exploration party encountered several groups of Aboriginal people, and at one point exchanged some of their possessions with one of the groups for oysters (Organ 1993:49). Several of the early British settlers in the Illawarra documented large gatherings of Aboriginal people.

The project falls within the Illawarra Local Aboriginal Land Council. Roads and Maritime has consulted with the Illawarra Local Aboriginal Land Council in accordance with stage two of the Roads and Maritime PACHCI.

A search of the Aboriginal Heritage Information Management System (AHIMS) register found 105 Aboriginal sites within the wider region near the proposed motorway. Investigations undertaken as part of the corridor review and options development identified further individual artefacts, collections of artefacts, Aboriginal sites and a cultural site near the road corridor, including:  AHIMS site 52-5-0484/52-5-0512: Comprises 89 artefacts located on an ungraded access road along spur crest. It consists of flakes, broken flakes, cores and flaked pieces  AHIMS site 52-5-0473: A small artefact scatter located within private property at 11 Larkins Lane  AHIMS site 52-5-0227: A midden/artefact scatter including beach pebble flakes  Site AHUGC001: A small midden site about two metres long

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 Site YTOF IG1: an isolated artefact located on an unformed vehicle track/erosion scour near the tip of eastern bank of Frazers Creek  YTOF AS 1: An artefact scatter site near the East West Link  YTOF AS 2 An artefact scatter site comprising two artefcats; one complete flake of mudstone/tuff and one medial flake fragment of silcrete  YTOF IF 2: An isolated complete flake of silcrete  YTOF IF: A Broken flake of silcrete.

The investigations also identified seven areas within the vicinity of the road corridor, as being areas with Aboriginal archaeological potential.

Figure 8 shows the location of identified Aboriginal heritage sites and potential archaeological deposits within, or in proximity to, the proposed motorway alignment.

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Figure 8 Aboriginal sites near the proposed motorway

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4.5.2 Summary of issues Construction During the preliminary assessments, it was identified that nine Aboriginal sites and seven potential archaeological deposits are located within the close proximity to the proposed motorway. Depending on the detailed design and location of proposed surface infrastructure and construction activities, impacts on these sites may occur. The potential impact on these sites will be determined during the preparation of the environmental impact statement. The project will be designed and constructed to minimise the potential direct and indirect impacts on the known Aboriginal heritage sites. Given the nature of the surface infrastructure required, it may be not be possible to avoid direct impacts to the sites.

There would be also potential for direct impacts on unknown or unidentified archaeological items that may be uncovered, disturbed, damaged or destroyed. This will be taken into consideration during the preparation of the environmental impact statement.

Operation The operational impacts associated with the project will be determined during preparation of environmental impact statement and based on the alignment determined during the concept design phase. Once the project is operating, the presence of the project may impact on any intrinsic Aboriginal cultural values of the area and any existing or potential Aboriginal sites within close proximity to the project.

4.5.3 Proposed further assessments Roads and Maritime will prepare an Aboriginal Cultural Heritage Assessment Report in line with Roads and Maritime PACHCI stage three. The assessment will:  Summarise the findings and recommendations of the stage two PACHCI Archaeological Survey Report previously carried out and update information as required  Identify and investigate the Aboriginal archaeological and cultural heritage values that are known or are predicted to be present by carrying out field surveys, test excavations and consultation with the registered Aboriginal stakeholders and Aboriginal knowledge holders as required  Prepare an assessment of known and potential impacts to Aboriginal objects, places and cultural values resulting from the construction and implementation of the project  Identify feasible and reasonable mitigation and management measures (including measures to avoid significant impacts and an evaluation of the effectiveness of the measures)  Prepare Aboriginal heritage constraints mapping  Provide recommendation on any further archaeological work that may be required prior to construction

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4.6 Non-Aboriginal Heritage

4.6.1 Overview Roads and Maritime carried out non-Aboriginal heritage baseline investigations for the Albion Park and Albion Park Rail area (Roads and Maritime, 2013) and a desktop assessment for the proposed motorway alignment and interchange layouts.

The investigations to date have identified a number of heritage items that are within close proximity to the proposed motorway and interchanges. All items are recorded as being of ‘local significance’, including Stapletons Bridge, which is on the Roads and Maritime Section 170 Register. The heritage items within and very close to, the proposed motorway alignment are shown in Figure 9 and include:  Concrete House  Boles Meadows  Albion Park Showground  Stapletons Bridge over Frazers Creek  Swansea Dairy site, fig tree and silo  Swansea Farmhouse  Illawarra Regional Airport  Ravensthorpe grounds and Workers Cottages  Albion Park Rail Cemetery  Pyrus communis tree.

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Figure 9 Non-Aboriginal heritage sites near the proposed motorway

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A site within land adjacent to Tongarra Road (Lot 11, DP 883605) has been identified as a potential historical archaeological resource. There would be also the possibility for other remnant evidence associated with farms (eg fence lines and outbuildings) within the curtilage of the proposed corridor.

4.6.2 Summary of issues Construction The construction of the project would be likely to have both direct and indirect impact on non-Aboriginal heritage items. Direct impact refers to situations where the project would result in a physical change to the item and/or the construction footprint and/or road reserve boundary would be likely to occur on part of the property on which the item is located. Indirect impact refers to impact on the value of a heritage item where direct impact does not occur (such as visual impacts).

The construction of the project would be likely to have the following impacts:  Adverse direct and indirect impacts on the Swansea Farmhouse, Albion Park Rail Cemetery, Pyrus communis trees, Ravensthorpe, and Stapletons Bridge over Frazers Creek, and would traverse land that contains Boles Meadows, Swansea Dairy, and Albion Park Showground  Potential impact to the archaeological site identified to the south of Tongarra Road  Potential for non-Aboriginal heritage items in addition to those already identified to be discovered during the construction process.

Operation The operational impacts associated with the project will be determined during preparation of environmental impact statement. The following impacts have been identified as having potential to occur once the project is operating:  Likely ongoing adverse direct and indirect impacts on Swansea Farmhouse, Ravensthorpe, Boles Meadows, Swansea Diary and the Albion Park Showground. There would be potential amenity impacts on a number of other nearby heritage items  Permanent changes to the vistas to and from listed heritage items adjacent to the project.

4.6.3 Proposed further assessments Roads and Maritime will carry out an assessment of impacts on Non-Aboriginal Heritage. The assessment will:  Describe the existing non-Aboriginal heritage and archaeological heritage values relevant to the project, including historic chronological mapping  Include Statements of Heritage Impacts for all identified heritage items which could be directly or indirectly impacted within the project impact zone  Identify feasible and reasonable mitigation and management measures, including measures to avoid significant impacts where possible.

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4.7 Noise and vibration

4.7.1 Overview The sound profile of the project area is typical of a mixed use rural and urban area. The background noise levels are largely influenced by road traffic, and vary in level due to traffic volumes and the distance from the road.

In some places the project area is close to suburban and rural-residential areas, for which the motorway would be a new or changed source of noise. There are residential areas and individual houses within about 10-200 metres of the LEP corridor including:  Houses on Gumnut Street, Albion Park Rail (50 metres from the proposed motorway)  Houses on Stapleton Avenue, Albion Park (200 metres from the proposed motorway)  A house on Tongarra Road and Ravensthorpe (a heritage property), Albion Park Rail on Tongarra Road 200 metres from the proposed motorway)  Houses on Illawarra Highway (less than 10 metres from the proposed motorway)  Houses on Larkins Lane, Yallah (less than 20 metres from the proposed motorway).

4.7.2 Summary of issues Construction The construction of the project would be likely to have the following impacts:  Some construction work may need to be carried out outside standard working hours to minimise impacts on business and areas of high traffic flow. This may have impacts on noise-sensitive receivers  A number of noise-sensitive receivers would be impacted by construction traffic and the operation of plant and equipment. The extent of impact would vary according to the relationship of the construction works to the receiver location, intervening structures and the nature of construction work at various stages of the construction process  There would be potential for construction vibration impacts on nearby buildings, heritage items and other structures. The level of impact would depend on the construction techniques used and the offset distances between the vibration source and the sensitive receiver.

Operation The introduction of new and redistribution of existing traffic would alter noise levels in the area. Once the project is operating, new traffic noise would be introduced to areas where there is currently low background noise levels. There would be potential for traffic noise levels to exceed current standards in some areas. There would be potential for some reductions in noise levels where traffic volumes are reduced. 4.7.3 Proposed further assessments Roads and Maritime will carry out an assessment of the construction and operational noise and vibration impacts of the project. The assessment will:  Describe the existing noise environment within the Albion Park, Albion Park Rail and surrounding area including baseline road traffic and background noise levels  Assess noise and vibration impacts during construction and operation, on the

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identified sensitive receivers. The assessment of operational noise impacts will be carried out in accordance with the NSW Roads and Maritime Environmental Noise Management Manual (ENMM) or an updated iteration, NSW Road Noise policy 2011, and Australian Standard AS2702-1984: “Acoustics – Methods for the Measurement of Road Traffic Noise”. The construction noise and vibration assessment will be carried out in accordance with the NSW Interim Construction Noise Guideline (ICNG), and Assessing Vibration: A technical guideline  Identify feasible and reasonable noise mitigation measures to address noise exceedances at sensitive receivers.

4.8 Socio-economic

4.8.1 Overview At the time of the 2011 Census, the Illawarra region had a population of 275,983, with Wollongong and Shellharbour local government areas having populations of 192,418 and 63,605 respectively. Both Wollongong and Shellharbour have experienced steady population growth. This is expected to continue. The proposed motorway alignment is within a locality that is undergoing rapid and substantial development with further residential, commercial and industrial development proposed, including Calderwood, Tallawarra, West Dapto and Tullimbar as well as development in existing suburbs.

The main employment sectors in Wollongong and the Illawarra are in health care and social assistance, retail trade, and education and training. Shellharbour, similarly, has high employment in health care and social assistance, retail trade and manufacturing. Tourism is also an important activity within the Illawarra. The Illawarra is attractive to tourists because of the forested slopes, visually spectacular backdrop of the escarpment, the native plants and animals, the national parks, state recreation areas, beaches and pockets of sub-tropical rainforest.

The area has a high proportion of young families, particularly in new residential areas. There is evidence of disadvantage within the Albion Park Rail area, including lower income households, high levels of unemployment and a concentration of Indigenous residents.

The Albion Park Rail town centre comprises 171 businesses with a workforce of 1800 people. Only 11 per cent of the current workforce are residents, with about three quarters of the workforce travelling in from nearby suburbs. More than 56 per cent of residents travel outside the local government area to work.

Traffic is a key community concern within the region. Over the last few years in particular there has been media coverage on the increasing traffic congestion on the Princes Highway in Albion Park Rail. As a result of commercial and residential developments in the area, traffic congestion is now considered an important community issue. There is community pressure to have the project built which is reflected in a petition in 2013 encouraging the community to campaign to have the bypass built. This section of the road has been referred to in the media as the ‘missing link’ along the highway.

An NRMA report (2012) ranked the Princes Highway at Albion Park Rail as the second worst road in NSW and the worst road in the Illawarra region. While the survey results show this section of highway is a major local community issue, the validity of the results has not been assessed, and it is considered that the issues at Albion Park Rail need to be managed in the context of transport development throughout the Illawarra and NSW.

Traffic impacts are frequently exacerbated by road closures associated with local flooding, with the Princes Highway closed for half a day on average three times per

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year, and the Illawarra Highway closed for a total of 4.5 days a year. Flooding also has the potential to impact properties and houses, property access and infrastructure.

The Croom Regional Sporting Complex, located between Albion Park and Albion Park Rail in the southern section of the proposed motorway, represents an important community facility. The Complex includes the Shellharbour City Stadium as well as an extensive range of sporting fields and clubs, including the following:  Model Car Club  Illawarra Horse Trail Riding Club  Albion Park Soccer Club  BMX  HorsepitalityTrail Horse Riders  Netball Clubs  Illawarra Churches Soccer Association  The Rail Cricket Club  White Eagles Football Club  Hockey Association  Junior and Senior Football Club – Rugby  Orienteering Club  AFL

The proposed motorway would impact on the Croom Regional Sporting Complex. A number of sporting fields and facilities would be directly impacted by the proposed motorway, including the cricket/AFL oval and the northern edge of the junior rugby league paying fields and netball courts. The project would include reconfiguration of the Croom Regional Sporting Complex, with impacted facilities relocated within the Complex. The Complex would be configured to provide like for like sporting fields and facilities that are commensurate with existing facilities. Works to be carried out as part of the project for the reconfiguration of the Croom Regional Sporting Complex would include construction of new sporting fields and associated buildings and amenities, as required. These works would involve replacing those directly impacted by the proposed motorway, as well as provision of new and reconfigured internal roads, pedestrian/cycle paths and parking.

4.8.2 Summary of issues Construction The potential socio-economic impact that may result from construction of the project may include:  Impacts associated with property acquisition, including uncertainty for residents and business owners about the property acquisition process and potential need to relocate  Impacts on community facilities, including the Croom Regional Sporting Complex, and on open public space areas and reserves  Impact on local businesses and residents as a result of temporary changes to amenity (eg construction noise and vibration) and temporary road and footpath closures and detours  Temporary influx of workers to the area.

Operation Once operational, the potential socio-economic impact of the project may include:  Potential direct and indirect socio-economic impacts including on population and demography, access and connectivity, local business, agriculture, local tourism, social and recreational infrastructure, and community values  Potential direct and indirect impacts on agricultural activities  The project would reduce highway traffic through Albion Park Rail and may

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impact businesses dependent on passing traffic along the existing Princes Highway. This may be particularly important for businesses that rely on passing traffic such as fast food outlets, fuel stations, newsagencies, bakeries and liquor stores  Increased severance between Albion Park and Albion Park Rail  Potential impact to flooding regimes which may result in impacts to properties, access and infrastructure.

The project would have several major social benefits, including:  Reduced highway traffic through Albion Park Rail and provision of a physical barrier of the highway traffic from the centre of town. The improved amenity along the existing Princes Highway would improve the quality of the Albion Park Rail urban environment for businesses and the local community  Increased efficiency of tourist travel. During holiday peak periods, the Princes Highway takes a substantial amount of holiday traffic. This traffic often experiences extended delays. The project would increase the reliability of tourism related trips  Provision of opportunities to improve aspects of the public domain and the Albion Park Rail town centre. With reduction of traffic and associated traffic noise along the Princes Highway new development opportunities would arise, and the area would experience improved access and parking for local businesses.

4.8.3 Proposed further assessments Roads and Maritime will carry out a socio-economic impact assessment in accordance with the Environmental Planning and Impact Assessment Practice Note for Socio-Economic Assessment, which will consider the construction and operational stages of the project, including the positive and negative, direct and indirect impacts. The assessment will include:  A description of the social and economic profile for the communities and businesses surrounding the proposed motorway including, but not limited to: - Social characteristics: Including population and demography, families and housing, travel behaviour, socio-economic indicators for areas and need for assistance - Economic characteristics: Including labour force, income and employment and business and industry  A business impact assessment to consider and assess the potential impacts (both positive and negative) on business in the area, with specific consideration of the likely change in travel patterns as a result of the project  An assessment of the potential positive and negative impacts of the project on the social and economic values of the area during construction and operation of the project. This includes consideration of Albion Park Rail and Albion Park and the potential positive and negative impact on businesses along the existing and future road corridor  Assessment of impacts to community facilities, including changes to the Croom Regional Sporting Complex. The project will include reconfiguration of the Croom Regional Sporting Complex, with impacted facilities relocated within the Complex. Roads and Maritime will carry out a master planning exercise and provide like for like sporting fields and facilities that are commensurate with existing facilities  Identification of feasible and reasonable management and safeguard measures, including measures to enhance the project’s benefits to avoid, manage or mitigate its potential impacts.

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4.9 Landscape and visual amenity

4.9.1 Overview Landscape area

The Illawarra region has a variety of landforms ranging from the sandstone cliffs of the escarpment, hills and lower slopes, coastal sand dunes, beaches and rocky headlands to flat alluvial floodplains. The area surrounding the proposed motorway is a mix of rural and urban land use and is situated between the towns of Albion Park and Albion Park Rail. The main landscape character types within and adjacent to the project area are:  Reserves: The corridor crosses two reserves; Terry Reserve near Frazers Creek and playing fields in the south, and Darcy Dunsters Reserve on the southern banks of the Macquarie Rivulet  Recreational areas: Adjacent to the proposed motorway is Des King Oval, Albion Park Showgrounds and the Croom Regional Sporting Complex  Albion Park residential area  Larkins Lane rural residential area  Other residential areas, including Albion Park Rail and Oak Flats  Industry: Including light industry and the Illawarra Regional Airport  Agriculture: Including diary, cattle grazing and horse agistment  Infrastructure: Including highway, railway line and roads  Natural areas: Including remnant vegetation, wetlands and rivers.

Visual setting The proposed motorway would be located in an area with high scenic values. A key component of these scenic values is the backdrop provided by the escarpment and hills. Also contributing to the area’s scenic values are the extensive areas of green space in which the proposed motorway would be situated.

The proposed motorway would traverse a floodplain and would be raised in some areas to provide flood immunity. Together with associated structures such as noise walls, the project would be a major piece of road infrastructure in the area. To mitigate this urban design will be carefully considered during the concept design phase, particularly visual impacts, connectivity and amenity.

4.9.2 Summary of issues Construction The construction of the project would be likely to have the following impacts:  Visual impacts associated with construction activities (sites/compounds, machinery, temporary structures etc) on the visual amenity of people looking towards the escarpment and hills, as well as views towards Lake Illawarra  Physical impacts on existing public open space and use of land  Impacts on the visual amenity of some sensitive receivers located near construction work, and on road users.

Operation Once the project is operating, it would have the following impacts:

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 Potential impacts on the area’s scenic values. In particular, the project may impact views of the escarpment and hills from many ground-level locations to the east and north of the proposed motorway. Views to Lake Illawarra may also be impacted from some locations west of the proposed motorway  Additional road infrastructure associated with the proposed motorway would make the road visually dominant within the landscape, particularly at intersections and interchanges  The landscape character would be altered  Should the noise impact assessment identify the need for noise walls, this could create a visual impact to nearby sensitive receivers and potential noise mitigation treatments may alter the physical appearance of some buildings and sites.

4.9.3 Proposed further assessments Further assessment of the potential for visual impacts and landscape character impacts along the proposed motorway alignment will be undertaken in accordance with the Roads and Maritime guideline Environmental Impact Assessment-Guidance Note, Guideline for landscape character and visual impact assessment, and will include:  Identification of the visual qualities present, including the existing landscape character of the region, sensitive locations, catchments and key viewpoints  An evaluation of how well the design fits into the built, natural and community landscape  A landscape character impact assessment assessing a series of landscape character zones along the route character. Each zone will be defined through the development of an understanding of land use, topography, and vegetation in combination with other factors  A visual impact assessment of the project in the whole and parts on the landscape and urban character of the area, views to and from the project, magnitude of change to existing views and the visual sensitivity of the viewers  The identification of feasible and reasonable measures to mitigate impacts. Identified mitigation measures will be incorporated into the project design.

The design of the project will be in keeping with urban design principles for the project and the Roads and Maritime guideline Beyond the Pavement: RTA urban design policy, procedures and design principles (RTA, 2009), which identifies the following urban design principles regarding road infrastructure:  Contributing to urban structure and revitalisation  Fitting with the built fabric  Connecting modes and communities  Fitting with the landform  Responding to the natural pattern  Incorporating heritage and cultural contexts  Designing roads as an experience in movement  Creating self-explaining road environments  Achieving integrated and minimal maintenance design.

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4.10 Land use

4.10.1 Overview Land uses in the proposed motorway alignment are varied and include sporting fields and reserves, agriculture, railways, roads, a wholesale plant nursery, power utility infrastructure, dairy and cattle grazing. Land uses adjacent to the proposed motorway include residential areas, an industrial area, Illawarra Regional Airport, tourism, agriculture and agistment. Crown land is located south of where the corridor crosses the Illawarra Highway between East West Link and the proposed motorway.

The Shellharbour City Council local environment plan (LEP) has included a road corridor for the bypass route since 1983. The previous corridor did not join up with the East West Link. It was largely in the same location as the north-south portion of the LEP corridor gazetted in 1996. Since the LEP corridor was originally gazetted there has been considerable change in land use, with a notable increase in housing in Albion Park, Haywards Bay and Flinders in surrounding areas. Commercial development has also increased, largely adjacent to the Princes Highway. There has also been rapid expansion of the Shellharbour Town Centre.

Large scale residential developments are also planned, approved or underway for the surrounding region, within Calderwood, Tullimbar, West Dapto and Tallawarra. These land releases have been approved by the NSW Government and adopted in the relevant council LEPs, with the exception of Calderwood, which has been rezoned under State Environmental Planning Policy (Major Development) 2005. These are major developments and are expected to substantially change the land use of the locality.

Recreation areas and the public domain The proposed motorway passes through a number of open space recreation facilities. Notably the corridor would skirt the southern edge of Croom Reserve, dividing the Croom Regional Sporting Complex. A number of sporting fields and facilities would be directly impacted by the alignment, including the cricket/AFL Oval.

Utilities The major utilities and services that occur within, cross, or are located adjacent to the proposed motorway include:  Electrical: Transmission lines cross the proposed motorway in seven locations; four in the northern section of the motorway near the Yallah Interchange, once along Tongarra Road, and twice in the southern section of the alignment, where the transmission lines cross north then turn and cross again on either side of Croome Road  Gas: The Eastern Gas Pipeline runs adjacent or within close proximity to the proposed motorway from south of the Macquarie Rivulet along the Illawarra Highway alignment, to the southern extremity of the proposed motorway before the motorway would curve to the east around the Croom Regional Sporting Complex  Water: Water mains currently run beneath Tongarra Road, the Princes Highway, and the existing Illawarra Highway alignment. In addition a water main crosses the proposed motorway alignment at the Croom Regional Sporting Complex  Sewer: Sewer mains cross the proposed motorway alignment in two locations, along Tongarra Road and to the north of the Macquarie Rivulet. Two sewer pumping stations are located in close proximity to the proposed motorway  Communications: Communications infrastructure is located within the Croom Regional Sporting Complex, and crosses the proposed motorway alignment

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along Tongarra Road.

4.10.2 Summary of issues Construction Construction of the project would have the potential for the following land use related impacts:  Existing public utilities and services within or close to the proposed motorway have the potential to be disrupted or may need to be relocated (utility relocations are excluded from the project for the purposes of this application – see Section 3.2).  Potential impacts to land use could occur as a result of ancillary construction facilities, such as site compounds or construction sediment basins, if located outside of existing road reserves  The project would require temporary diversions for road traffic, cyclists or pedestrians, as well as alteration and/or temporary disruption to property accesses.

Land use impacts during construction stage concerning property largely relate to potential direct and indirect impacts on local properties, including:  Acquisition  Severance of land parcels  Changed access.

Due to the early identification of the LEP corridor and its incorporation on the Shellharbour and Wollongong City Council LEPs in the mid 1990s there is less potential for severance of lots than with many similar road projects. Where property would be directly affected by the project, Roads and Maritime would negotiate land acquisition under the Land Acquisition (Just Terms Compensation) Act 1991. Both partial and total property acquisitions may be carried out, as appropriate.

Operation Once operational the project would have the potential for the following land use related impacts:  Land required for the project would be permanently changed to road infrastructure. There would be potential changes to existing land uses adjacent to the project resulting from full or partial acquisition of some properties for the road corridor which could impact on the following uses: - Surrounding residences - Businesses, including industrial and commercial, some of which would be permanently relocated - Access to the Illawarra Regional Airport - The Croom Regional Sporting Complex  Severance and sterilisation of land  Changes in property access  Changes to development potential areas  There would be changes to access arrangements to residential and agricultural properties.

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4.10.3 Proposed further assessments An assessment of land use within the area will be carried out. This will include:  The identification of land uses, existing access arrangement and potential property acquisition for both public and private land adjacent to the proposed motorway  Consultation with directly affected property owners about property acquisition, including timing and compensation arrangement  Assessment of the potential impacts of the project on property, land use including approved developments and access arrangements for both construction and operation  Identification of reasonable and feasible management and safeguard measures to avoid, manage or minimise these impacts and to maximise benefits.

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5 Other environmental issues

5.1 Overview

Other environmental issues listed below are considered to be of lesser consequence taking into account the scope of the project, the existing environment and the implementation of standard and best practice management and mitigation measures. It is considered unlikely that these will be key issues for the project; however, further assessment will be carried out as part of any future environmental impact assessment for the project. Any environmental management and safeguard measures required to minimise and mitigate impacts will be documented as part of the environmental impact statement. These issues are:  Soils, contamination and water quality  Air quality  Greenhouse gases and climate change  Resource and waste management.

5.2 Soils, contamination and water quality

5.2.1 Overview Soils The underlying geology of the Illawarra region relevant to the project primarily consists of sedimentary rock of the Berry Siltstone formation; part of the Permian- aged sediments of the Shoalhaven Group. The Berry Siltstone formation is found exposed in low-lying parts of the area, particularly along the drainage channels. It is overlain by Quaternary Alluvium, which is a material that has been transported and deposited by water, and includes gravel, swamp deposits, peat, silt, and sand. The proposed motorway would pass through three main soil landscapes:  Fairy Meadow soil landscape: This is the predominant soil landscape, and is widely present in the alluvial plains, floodplains, valley flats and terraces below the Illawarra escarpment. The topography of this soil landscape is relatively flat, generally consisting of slopes less than 10 metres high and inclined less than five per cent. The Fairy Meadow soil landscape is characterised by flood hazard, low wet-bearing strength, topsoils that are highly permeable, and high water tables  Albion Park soil landscape: A small part of the northern sector of the proposed motorway alignment, and the entire east–west stretch of the proposed motorway, pass through the Albion Park soil landscape. This soil landscape is subject to seasonal water logging and characterised by eroding soils  Shellharbour soil landscape: The very northern and eastern ends of the proposed motorway would cross the Shellharbour soil landscape. This soil landscape is subject to localised water erosion hazard and characterised by eroding soils.

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The floodplain portions contain soils subject to water logging. Prior to construction of the proposed motorway any soft soils may require geotechnical ground treatments.

Acid sulphate soils are likely to be encountered within the proposed motorway alignment. The highest risk of encountering acid sulphate soils (one metre below surface) is adjacent to the Princes Highway, north of the intersection with the Princes Highway and Illawarra Highway. Areas with a high probability of encountering acid sulphate soils (two metres below surface) are near Frazers Creek where the creek crosses the Illawarra Highway, adjacent to Macquarie Rivulet.

Contamination A search of the NSW Office of Environment and Heritage’s (OEH) Contaminated Land Public Records and Notices found no records of contaminated soils in or near the proposed motorway alignment. However, there is potential for contaminated land to occur due to the use of chemicals associated with land uses in or near the alignment, such as:  Sporting fields: Fertilisers and herbicides  Agriculture: Fertilisers, insecticides, fungicides and herbicides  Railways: Hydrocarbons, arsenic creosote, heavy metals, nitrates and ammonia  Roads: Coal tar  Wholesale plant nursery: Fertiliser, insecticides, fungicides and herbicides  TransGrid land north of Yallah Road: Polychlorinated Biphenyls, solvents, tin, lead, copper and mercury  Industrial area (auto recycling): Hydrocarbons, metal, solvents, acids and alkalis, refrigerants and antifreeze  Illawarra Regional Airport: Hydrocarbons, aviation fuel, metals particularly aluminium, magnesium and chromium.

Water Quality The proposed motorway would cross Frazers Creek, Macquarie Rivulet, Horsley Inlet and Duck Creek. In addition, a SEPP 14 wetland is about 100 metres to the east of the corridor. All of these watercourses can be considered sensitive receiving environments and drain into Lake Illawarra, listed by the Australian Government Department of the Environment as a nationally important wetland for its suitable habitat for nationally listed threatened species.

5.2.2 Potential impacts Construction The construction of the project is likely to have the following impacts:  There would be potential erosion and sedimentation due to the exposure of soils. This could impact on the water quality of Frazers Creek, Macquarie Rivulet, Duck Creek or the SEPP 14 wetland  There would be potential for water quality impacts from the accidental spill of materials (including chemicals) during construction, and runoff from exposed or unclean surfaces  There would be potential for groundwater contamination if construction activity intersects with groundwater  Acid sulfate soils could be exposed to the air as a result of excavation and construction activity, resulting in the potential for sulphuric acid to impact groundwater, soils and waterways in addition to the built environment

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 There would be potential to find, expose and disturb contaminated land.

Operation Once the project is operating, it could have the following impacts:  Water quality could be affected by any spills that may occur from bridge and road maintenance activities or vehicle accidents  Water quality could be affected by road runoff containing suspended solids, nutrients from atmospheric fallout, spills and other pollutants from vehicle, tyre and pavement wear.

5.2.3 Proposed further assessment Roads and Maritime will carry out an assessment of impacts on soils and water quality. The assessment will:  Review existing topography, soil (including acid sulphate and salinity risk maps), geological and contamination information pertaining to the project area and the findings of the soil testing program to inform potential impacts of the works  Carry out geotechnical field investigations to further characterise the existing soil geotechnical conditions  Identify sensitive surface and groundwater receiving environments  Search databases (including the Environmental Protection Authority (EPA) Public Register of Licenses, the OEH Contaminated Land Record of Notices and National Pollutant Inventory Database) to ascertain potential contamination/pollution issues in the area  Carry out a Phase 1 environmental site assessment including a review of site history (including a review of historical aerial photographs, historical land title information, and the NSW groundwater database)  Assess the potential for subsidence and other associated land movements in the area, and the potential to encounter acid sulphate soil and/or saline soils or soft soils  Review the soil types present to understand the potential sources and magnitude of erosion, including both water-borne and air-borne material. Assess erosion and sediment impacts during construction and operation. This task will include an assessment of water quality  Assess impact on groundwater and groundwater receiving environments  Provide recommendations for erosion and sediment control measures during construction and operation of the project. Recommendations will be consistent with the Managing Urban Stormwater: Soils and Construction volume 1 and volume 2 series published by the former NSW Department of Environment and Climate Change (DECC) in 2008.

5.2.4 Management and safeguard measures Soil, contamination and water quality issues are commonly encountered on Roads and Maritime road projects and can be managed and mitigated through the implementation of standard management and safeguard measures, which Roads and Maritime will detail in the environmental impact statement. They will include:  A remedial action plan or appropriate construction environmental management plan prepared in accordance with the relevant EPA guidelines, if it is necessary to address contaminated areas  Construction sediment and erosion control plans and construction spill emergency procedures as part of the construction environmental management

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plan for the project. Roads and Maritime has successfully managed acid sulphate soils and potential acid sulphate soils on other road construction projects and, while specialist management techniques may be required, these are typically well developed. The extent of acid sulphate soils identified to date is not anticipated to present a substantial constraint to the project’s development or construction.

5.3 Air Quality

5.3.1 Overview Major sources of air pollutants in the Illawarra, apart from motor vehicle traffic, are iron and steel production and associated coke making, and primary metallurgical works.

The EPA has maintained a monitoring station at Albion Park since the early 1980s. The results from the station show that there are some air quality issues within the region, however the source of these air pollutants is not known. The air quality characteristics identified by the monitoring station include:  Concentrations of carbon monoxide in the region are low  Ozone in the region can occur as a result of photochemical smog produced from local emissions or from smog or precursors transported down the coast from the Sydney region. Concentrations of nitrogen dioxide in the region can reach 50-60 per cent of the National Environment Protection Measures standard  There were no exceedances of the goal for concentrations of particulate matter in the region.

5.3.2 Potential impacts Construction During construction, air quality impacts are likely to be caused by dust generation and emissions from earthworks, spoil storage and transport, vehicles, and plant and equipment.

Operation Once the project is operational, potential impacts on air quality would result from changes in patterns of vehicle emissions in the Albion Park area. The project would shift traffic from the existing Princes Highway to a new area. However, the project is expected to have a very minimal impact on air quality as traffic on the motorway would generally be free flowing so that congestion related emissions are expected to reduce. In addition, the reduction of traffic on the Princes Highway would lead to a reduction in traffic related air pollutants in Albion Park Rail town centre. However some areas, primarily those in very close proximity to the project may experience a reduction in air quality.

5.3.3 Proposed further assessment Roads and Maritime will carry out an air quality investigation to evaluate the impact of emissions of key pollutants to inform mitigation and management measures for the design and operation of the project. The assessment will:  Review the available local meteorological data, local climate and existing local air quality in the area  Identify relevant air quality goals and standards, sensitive receptors, activities and weather conditions potentially impacting air quality

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 Prepare an emissions inventory for two modelling years (years one and 10 of operation) including for carbon dioxide, nitrogen dioxide and particulate matter Prepare a qualitative assessment of the potential impacts during construction  Prepare an impact assessment report based on the findings of the modelling, including all details of the methodology and comparisons with the relevant air quality assessment criteria  Identify feasible and reasonable management measures (particularly dust suppression measures) to be implemented.

5.3.4 Management and safeguard measures The potential for air quality impacts on Roads and Maritime road projects is common and can be managed through the development of construction management plans and appropriate consideration of air quality issues during detailed design. Roads and Maritime will detail the management measures and safeguards to be implemented during construction and operation in the environmental impact statement. Safeguards will include the implementation of appropriate dust control measures during construction.

5.4 Greenhouse gases and climate change

5.4.1 Overview Transport is a substantial contributor to greenhouse gas emissions in Australia and as such, there is a need to consider how a road infrastructure project may directly or indirectly contribute to greenhouse gas emissions. Greenhouse gas emissions sources can be categorised into three different scopes, and are referred to as scope one, scope two, or scope three.

The NSW Climate Impact Profile (DECCW, 2010) identifies the following projected climate change impacts for the Illawarra region:  By 2050, the climate is virtually certain to be hotter, with a likely increase in rainfall, especially in summer. Winter rainfall is unlikely to change. However, changes in weather patterns that cannot be resolved by the climate models mean that rainfall in coastal regions is difficult to simulate  Run-off and stream flow are likely to increase in summer and autumn and decrease in spring and winter  Sea level is virtually certain to keep rising  Sea level rise is likely to affect agricultural soils in low-lying areas. Coastal dune erosion is likely to increase significantly. Soil erosion is likely to increase on steeper slopes in the upper catchments, potentially causing sedimentation on the floodplains  Sea level rise, coupled with increased flooding, is virtually certain to pose a risk to property and infrastructure. Developments near estuary entrances and beaches and on coastal floodplains are most vulnerable  Sea level rise is very likely to alter estuarine and coastal lowland ecosystems. Seasonal drying is likely to degrade freshwater wetlands and higher temperatures are likely to cause cool-adapted ecosystems to change or contract. Altered fire regimes have the potential to cause major ecological change.

5.4.2 Potential impacts Construction The construction of the project would contribute to greenhouse gas emissions, either directly or indirectly, as a result of:

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 Fuel consumption for transporting materials to site and the operation of construction equipment  Vegetation clearing  Indirect greenhouse gas emissions such as through embodied energy of products used for construction works, and their supply chains (such as concrete, and steel), or through the generation of electricity for consumption by the project.

Operation Once the project is operating, greenhouse gas emissions would be generated from electricity use of road lighting, embodied energy in maintenance materials, and fuel in the use of equipment, machinery and materials to maintain the motorway. There would be likely to be some offset due to a reduction in fuel used because of the traffic efficiencies provided by the project across the local road network.

The project could be impacted by climate change due to changes in sea level rise, increased rainfall and rainfall intensity, increased potential for localised flooding, and extreme temperatures, which may potentially impact its operation and maintenance..

5.4.3 Proposed further assessment Road and Maritime will:  Quantify operational greenhouse gas emissions, including the effects of land clearance and the change in predicted vehicular emissions, and compare against existing scenarios  Quantify construction greenhouse gas emissions  An identification of feasible and reasonable opportunities and mitigation measures that may be implemented to reduce greenhouse gas emissions associated with construction of the project.

5.4.4 Management and safeguard measures Greenhouse gas and climate change issues are commonly encountered on Roads and Maritime road projects and can be managed and mitigated through the implementation of standard management and safeguard measures, which Roads and Maritime will detail in the environmental impact statement. These will be undertaken in accordance with the Transport Authorities Greenhouse Group Greenhouse Gas Assessment Workbook for Road Project, and will include:  Incorporating climate change considerations into the project design, particularly with regard to providing flood immunity  Minimising vegetation clearance wherever possible  Minimising waste and re-using materials wherever possible  Reducing construction transport requirements through use of local staff, resources, suppliers, and landfills wherever possible.  Reducing operational impacts where practicable (eg through vegetation plantings as part of urban design, solar for lighting etc).

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5.5 Resource and waste management

5.5.1 Overview The project would require construction resources and manufactured items during the construction stage. These may include, but are not limited to:  Fill material (eg rock, sand, gravel, sandstone, brick)  Bitumen and asphalt  Timber and steel  Water and fuel  Soil and plant species (eg for landscaped areas)  Composite materials  Manufactures items (eg poles, pipes, cables, signs).

Various waste streams would be generated during construction and operation of the project. The main waste streams that are likely to be produced during construction include:  Excavated material: Including rock, gravel, clay and sand  Demolition waste: Including building materials, bridge removal materials, vegetation, and kerbs and pavements  Vegetation waste: From the removal of trees, shrubs and groundcovers  Packaging materials: Including crates, pallets, cartons, plastics and wrapping materials  Liquid wastes  Construction materials  General waste from construction sites: Including office wastes, scrap materials and biodegradable waste.

5.5.2 Potential impacts Construction Construction of the project would generate liquid and solid waste. Also, resource use requirements for the project may affect the availability of resources for other uses.

Operation Additional wastes would be generated during routine maintenance and repair activities over time. The type and volume of the wastes generated would be dependent on the nature of the activity, but would predominantly consist of green waste, oil, road materials, as well as contaminated waste resulting from potential fuel spills and leaks.

5.5.3 Proposed further assessment Roads and Maritime will assess the resource and waste management impacts of the project. The assessment will:  Identify waste streams generated during the construction stage of the project  Assess waste management impacts associated with construction activities  Identify management and mitigation measures for resource use and waste across

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the project including disposal sites and transport impacts.

5.5.4 Management and safeguard measures Resource and waste management issues are commonly encountered on Roads and Maritime road projects and can be managed and mitigated through the implementation of standard management and safeguard measures, which will be detailed in the environmental impact statement. These will include the following measures:  Construction waste management will follow the waste hierarchy principles of avoid, reduce, reuse, recycle, recover, treat and dispose  A waste management strategy will be prepared for the project detailing the management and disposal methods of waste generated by the project. All generated wastes will be managed and disposed of in accordance with relevant State legislation and government policies including the Waste Avoidance and Resource Recovery Act 2001, the Waste Avoidance and Resource Recovery Strategy 2007 (DECC, 2007) and the NSW Government’s Waste Reduction and Purchasing Policy. The Waste Classification Guidelines (DECCW, 2008) will also be used to classify the different types of waste  Waste materials will be transported to and from the site by covered trucks where possible  A waste register will be maintained for the site. It would detail the types of waste collected, amounts, date/time and details of disposal  The construction contractor will be required to re-use materials where feasible, including material collected on site.

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6 Conclusion

Roads and Maritime is seeking approval for a 9.8 kilometre extension of the Princes Motorway between Yallah and Oak Flat to bypass Albion Park Rail (the project). It would include a bypass of the existing highway, bridge, interchanges and connection with existing roads.

Roads and Maritime expects the impacts of the project to significantly affect the environment and that it would require preparation of an environmental impact statement under the EP&A Act. Accordingly, the project is State significant infrastructure under Part 5.1 of the EP&A Act. Approval from the Minister for Planning is required for the project.

The key environmental issues identified for the project include:  Traffic and transport  Flooding and hydrology  Ecology  Aboriginal heritage  Non-Aboriginal heritage  Noise and vibration  Socio-economic  Landscape and visual amenity  Land use.

The environmental impact statement will include the following:  A detailed description of the project including its components, construction activities and potential staging  A comprehensive assessment of the potential impacts on the key issues including a description of the existing environment, assessment of potential direct and indirect and construction, operation and staging impacts  Description of measures to be implemented to avoid, minimise, manage, mitigate, offset and/or monitor the potential impacts  Identify and address issues raised by stakeholders.

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7 References

Artefact Heritage (2013), Albion Park Rail Bypass – Stage 2 PACHI Aboriginal Archaeological Survey Report. Report to Roads and Maritime Services

Artefact Heritage (2014), Draft addendum to the PACHI Stage 2 Archaeological survey report for the Albion Park Rail Bypass Project. Report to Roads and Maritime Services.

Attenbrow, V (2010). Sydney’s Aboriginal Past: Investigating the Archaeological and Historical Records. University of New South Wales Press Ltd, Sydney.

Department of Environment and Climate Change (DECC) (2008). Managing Urban Stormwater: Soils and Construction Volume 2

Department of Environment, Climate Change and Water (DECCW) (2010). NSW Climate Impact Profile.

Department of Planning (DoP) (2007a). Illawarra Regional Strategy 2006-31. NSW Government

Department of Planning (DoP) (2007b). South Coast Regional Strategy 2006-31. NSW Government.

Ngh environmental (2014). Biodiversity Constraints Analysis: Albion Park Rail Bypass, Yallah to Oak Flats. Report to Roads and Maritime Services.

NRMA (2012). ‘Seeing Red on Roads’. http://www.mynrma.com.au/about/worst- roads-in-2012.htm

NSW Government (2011). NSW 2021 A Plan to Make NSW Number One.

NSW Government (2012a). The State Infrastructure Strategy 2012-2032

NSW Government (2012b). Illawarra/South Coast Regional Action Plan.

NSW Government (2013). The Illawarra over the next 20 years: A Discussion paper

NSW Government (2014). The Illawarra Regional Transport Plan.

Organ, M (1993). Illawarra and South Coast Aborigines 1770-1900. University of Wollongong.

Roads and Maritime Services (2013). Albion Park Rail Bypass: Road Corridor Review.

Roads and Traffic Authority (RTA) (2009). Beyond the pavement. RTA Urban design policy, procedures and design principles.

Shellharbour City Council (SCC) (2013). Shellharbour City Community Strategic Plan 2013-23.

Transport for New South Wales (TfNSW) (2012). NSW Long Term Transport Master Plan. NSW Government

Wagner, C (1996). State highway No.1, princes Highway – Yallah to oak Flats Route Selection Study.

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Whitehouse, J (2012). Development and Planning Law in New South Wales. CCH Australia Ltd, Sydney.

Wollongong City Council (WCC) (2012). Wollongong 2022 Community Strategic Plan.

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Attachment A

Requirements of the Environmental Planning and Assessment Regulation 2000

Clause 192 of the Environmental Planning and Assessment Regulation 2000 requires that an application for approval of the Minister to carry out State significant infrastructure must include: (a) details of any approval that would, but for section 115ZG of the Act, be required for the carrying out of the State significant infrastructure, and (b) details of any authorisations that must be given under section 115ZH of the Act if the application is approved, and (c) a statement as to the basis on which the proposed infrastructure is State significant infrastructure, including, if relevant, the capital investment value of the proposed infrastructure.

Approvals that would otherwise apply Approvals that may be required to carry out the SSI, if not for section 115ZG of the EP&A Act, include:

 An Aboriginal heritage impact permit under section 90 of the National Parks and Wildlife Act 1974  An approval under Part 4 ,or an excavation permit under section 139, of the Heritage Act 1977

Authorisations if the application is approved Authorisations that may be required for the project under section 115ZH of the EP&A Act include:  A consent under section 138 of the Roads Act 1993  An environment protection licence under Chapter 3 of the Protection of the Environment Operations Act 1997 (for any of the purposes referred to in section 43 of that Act).

State significant infrastructure statement Clause 14(1) of State Environmental Planning Policy (State and Regional Development) 2011 provides that development is declared to be State significant infrastructure pursuant to section 115U(2) of the Act if it is permissible without development consent under Part 4 of the Act under a State environmental planning policy; and is specified in the categories of development in Schedule 3.

State Environmental Planning Policy (Infrastructure) (ISEPP) permits development for the purpose of a road or road infrastructure facilities to be carried out by or on behalf of a public authority without consent. As the Albion Park Rail Bypass is for a road and road infrastructure facilities, and is to be carried out by RMS, the project is permissible without development consent under Part 4 of the EP&A Act.

Schedule 3 of State Environmental Planning Policy (State and Regional Development) 2011 provides that general public authority activities for infrastructure or other development that (but for Part 5.1 of the EP&A Act and within the meaning of Part 5 of the Act) would be an activity for which the proponent is also the determining authority, and would, in the opinion of the proponent, require an environmental impact statement to be obtained under the EP&A Act.

Roads and Maritime formed the opinion that the Albion Park Rail Bypass is likely to significantly affect the environment and would require an environmental impact statement to be obtained under Section 112 of the EP&A Act. Albion Park Rail bypass 59 State significant infrastructure application report Roads and Maritime Services

On this basis the project is State significant infrastructure. Approval from the Minister for Planning and Infrastructure is required under section 115W of the EP&A Act.

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This page to be deleted from the SSI application report. This template should be used in conjunction with procedure EIA-P03 Printed copies of this document are uncontrolled EIA-P03-T04 Issue 1.0