Epping to Thornleigh Third Track Environmental Impact Statement

14. Surface and groundwater

This chapter considers the potential impacts of the ETTT proposal on surface and groundwater including water quality.

14.1 Existing conditions

14.1.1 Surface water and drainage

The proposal site is located predominantly within the upstream areas of the Byles and Zig Zag Creek catchments, and downstream of the Upper Devlins Creek catchment.

Surface waterways within the vicinity of the proposal site include Devlins Creek, Byles Creek, Zig Zag Creek and a number of smaller unnamed overland flow paths. These creeks are shown on Figure 14.1 except Zig Zag Creek which is located just to the north of the figure extent.

The external catchments between Epping Station and Pennant Hills Road generally drain from the western side of the corridor to the eastern side, towards Devlins Creek and Byles Creek. These creeks discharge to the Lane Cove River. North of Pennant Hills Station, the catchment falls from the eastern to the western side towards Zig Zag Creek, which discharges into Berowra Creek.

The ETTT proposal would pass through undulating terrain, with Devlins Creek the only major watercourse crossing the corridor. Flooding of the creek is unlikely to impact the existing rail corridor, as the creek is located more than 20 metres below the corridor level. No works are proposed in Devlins Creek.

There are currently 19 drainage culverts which convey surface water across the railway corridor. Due to the construction of the third track, 14 of these culverts would be required to be extended.

14.1.2 Surface water quality

Water quality monitoring is undertaken at a number of locations within the Hornsby LGA, and the results are provided in Council’s Annual Water Quality Report. These sites may provide valuable baseline data at downstream locations.

14.1.3 Groundwater

The main aquifer in the vicinity of the proposal site is the Hawkesbury Sandstone that underlies a portion of the site. The Hawkesbury Sandstone is partially confined by the overlying Ashfield Shale. Water quality in the Ashfield Shale is likely to be poor with high salinity. Groundwater is assumed to flow in a southerly direction.

Groundwater monitoring was undertaken as part of the initial geotechnical investigations for the proposal (Golder Associates 2011b). On average, groundwater levels varied between 3.3 and 9.8 metres below ground level. However two monitoring locations indicated that groundwater was located at 16 metres below ground level. Groundwater in all wells was found to be brown in colour with low to medium turbidity and no odour, with the exception of one location where a slight hydrogen sulphide odour was detected.

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Concentrations of heavy metals which exceed the Australian and New Zealand Environment Conservation Council (ANZECC) 2000 freshwater trigger values were detected at ten locations. A toluene exceedance was also detected. The source of these contaminants is unknown and would require further investigation to determine if they are representative of regional groundwater quality.

A search of the NSW Office of Water register of groundwater bores identified 13 registered bores within a two kilometre radius of the proposal site. The nearest bore is located within the Beecroft Village Green on the western side of the corridor. Based on the depth and location of these bores, the majority extract water from the Hawkesbury Sandstone aquifer.

Groundwater in the Hawkesbury Sandstone underlying the study area is likely to be connected with Devlins Creek, Byles Creek, Terrys Creek (located to the east of Epping), Scout Creek and Camp Creek. The shallow water levels suggest groundwater may be providing baseflow to these streams.

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Thornleigh Station

Pennant Hills Station

Beecroft Station

Cheltenham Station

Epping Station N 0 600m

Existing track Drainage line Figure 14.1 Overview of drainage lines Proposed third track Lane Cove National Park Note: Indicative only, subject to detailed design. Track refurbishment Culvert Epping to Thornleigh Third Track Environmental Impact Statement

14.2 Potential impacts

14.2.1 Construction

Surface water quality

Construction activities have the potential to expose large areas of soil and rock that may be eroded by wind and water. Erosion may lead to sedimentation of surrounding drainage lines (refer Figure 14.1). Some fill and sandy residual soils have been identified as having a high or extremely high risk of erosion (refer section 15.1). Where larger cuts are required, excavation works have the potential to destabilise landforms, particularly on cutting faces.

Earthworks would also require stockpiling of material prior to removal off site or re-use as fill. There is potential for stockpiles to be eroded, resulting in the sedimentation of nearby waterways during periods of high rainfall or during windy conditions.

Other aspects of the proposal which have the potential to expose soils and lead to sedimentation include:

 construction of a temporary earth embankment to the south of the M2 Motorway in the vicinity of Devlins Creek

 widening of cuttings

 station construction

 vegetation removal not associated with earthworks

 works within drainage lines such as removal/extension of culverts and construction of access tracks

 vehicle movements

 construction compound and stockpile establishment

 landscaping.

Potential impacts associated with increased sediment loading include increased turbidity and an increased potential for the transport of contaminated sediment. Water quality impacts associated with erosion and sedimentation would be greatest where construction works are undertaken adjacent to the existing drainage network, or where there is a potential for sediments to wash into stormwater drains e.g. on sealed areas and roads adjacent to the construction zone.

Accidental spills and leaks associated with the transport, use and storage of chemicals and hazardous substances could contaminate stormwater run-off from construction areas. Water quality outside of the proposal site could also be affected by accidental spills during the transport of chemicals and hazardous substances or spoil to and from construction sites. Water quality impacts would be minimised during construction by the implementation of soil and water management measures through the CEMP. A summary of the measures to be incorporated into the CEMP are included in sections 14.3 and 15.5.

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Drainage

There could be temporary impacts to the local drainage system during construction. These impacts could include temporary loss of capacity and temporary redistribution of flows as a result of material stockpiles and works within flowpaths and at culvert crossings. These impacts would be localised and temporary and would depend on the occurrence and intensity of any storm events that occur during construction. To reduce the potential impacts to surface water systems, stockpiles would be located away from overland flow paths and not located adjacent to existing culverts or waterways.

Localised flooding could occur at various culverts during a storm event if these are not maintained clear of debris and water is inhibited from draining freely.

The potential for flooding of construction work sites would be addressed by the contractor during construction planning. Contingency plans relating to flooding would be incorporated into the construction environmental management plan.

Groundwater

Construction of the ETTT proposal would involve some excavation activities, which have the potential to intercept groundwater. The following activities and potential impacts are expected during construction:

 Widening of cuttings has the potential to impact on groundwater seepage. However, as the depth of cuttings would not be increased, no additional groundwater interception is expected to occur.

 Piling works have the potential to intercept groundwater. Dewatering at these locations has the potential to reduce base flows to surrounding creeks and locally reduce access to groundwater for bore users. Due to the distance of the nearest registered bores and the density of development, the likelihood of impacts is considered to be very low.

 The compaction of land during construction has the potential to reduce storage and recharge of the shallow groundwater systems, which could result in decreased base flow to surrounding creeks and the associated ecosystems. The proposal would likely result in some compaction of land, however overall the likelihood of impacts to groundwater systems is considered low.

 Accidental spills and sedimentation have the potential to impact the quality of groundwater. This could potentially result in impacts on groundwater users and the creeks to which the groundwater discharges. Potential impacts would be reduced by implementation of the mitigation measures listed in Section 14.3.2.

 Two existing bores (near Pennant Hills Station and within the Beecroft Village Green) may potentially be impacted by construction. The impacts to these bores would be determined during detailed design with a view to avoidance of impacts if at all possible.

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14.2.2 Operation

Surface water quality

During operation, there is the potential for stormwater run-off to be contaminated by oils, greases and gross pollutants from the operation of the third track, such as:

 chemical spills/leaks from trains or maintenance vehicles/activities

 track lubricating mechanisms.

These impacts would already be occurring as a result of the existing rail operations and are unlikely to substantially increase as a result of the ETTT proposal. Any operational water quality impacts would be managed through the application of RailCorp’s existing environmental management system and construction of an appropriate stormwater/track drainage system developed during detailed design.

Drainage

The construction of the third track has the potential to reduce the drainage capacity of areas located on the western side of the new third track. These impacts would be minimised through detailed design to ensure the proposed drainage system is able to cope with flood events.

Groundwater

No operational impacts on groundwater are predicted. Drainage would be designed to collect and dispose of any groundwater flows within the railway corridor.

14.3 Management and mitigation measures

The following management and mitigation measures would be implemented to water quality impacts:

14.3.1 Detailed design

 All track drainage would be designed to meet relevant standards and guidelines. This would include designing all drainage to allow for the effects of climate change and storm surcharging as appropriate.

 Adequate drainage would be incorporated into the design in locations where cuts are required to manage any groundwater.

 Additional investigation/assessment of dewatering requirements would be determined during detailed design.

 Where required, water access entitlements, such as groundwater licences, would be obtained for dewatering activities, in accordance with the requirements of the NSW Office of Water’s proposed aquifer interference policy.

 Groundwater quality would also be tested to determine salinity levels and inform potential design measures to ensure the design life of any infrastructure is achieved.

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 Potential impacts to two existing groundwater bores located in the vicinity of the proposal would be further investigated during detailed design. Mitigation measures to minimise these impacts would be also developed as required.

14.3.2 Construction

 Clean water would be diverted around the work site using drainage and management techniques within Landcom’s (2004) Managing Urban Stormwater: Soils and Construction document.

 Surface water quality would be managed in line with Landcom’s (2004) Managing Urban Stormwater: Soils and Construction document and TfNSW’s Water Discharge and Reuse Guidelines (2012c)

 Procedures to maintain acceptable water quality and for the management of chemicals and hazardous materials (including spill management procedures, use of spill kits and procedures for refuelling and maintaining construction vehicles/equipment) would be implemented during construction.

 No stockpiles of materials or storage of fuels or chemicals would be located within high/medium flood risk areas or adjacent to existing drainage culverts.

 Routine inspections of all construction vehicles and equipment would be undertaken for evidence of fuel/oil leaks. If found, vehicles would be serviced to remove the risk of leaks.

 All fuels, chemicals and hazardous liquids would be stored within bunded areas in accordance with Australian standards and EPA Guidelines.

 Emergency spill kits would be kept on-site at all times. All staff would be made aware of the location of the spill kits and be trained in their use.

 Construction plant, vehicles and equipment would be refuelled off-site, or in designated re-fuelling areas located at a minimum distance of 50 metres from drainage lines or waterways.

 Existing RailCorp and Council drainage systems would remain operational throughout the construction of the proposal.

 Groundwater encountered during the construction of the proposal would be managed in accordance with the requirements of the Waste Classification Guidelines (DECCW 2009a) and TfNSW’s Water Discharge and Re-use Guideline (2012c).

14.3.3 Operation

 Operational water quality impacts would be managed in accordance with RailCorp’s existing environmental management and maintenance procedures.

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15. Soils and earthworks

This chapter considers the potential impacts of the ETTT proposal on soils and contamination as a result of earthworks.

15.1 Existing conditions

15.1.1 Soil characteristics

Soil landscapes

The ETTT proposal traverses a number of soil landscapes as identified on the Soil Landscape Series Sheet 9130 for Sydney (Chapman and Murphy 1989). Table 15.1 outlines the landscapes located along the proposal site and general soil properties.

Table 15.1 Soil landscapes

Approximate Soil landscape General description of soils location Epping Station Glenorie Located on undulating to rolling hills on shale bedrock. and between Soils are shallow to moderately deep red podzolic soils, which Beecroft and are highly plastic, moderately reactive and have a high soil Thornleigh erosion hazard. North of Epping Hawkesbury Located in rugged terrain with rolling to very steep hills on to Beecroft sandstone bedrock. Soils are shallow lithosols/siliceous sands associated with rock outcrops. They consist of located yellow and red podzolic soils associated with shale lenses. These soils are extremely erosional, present a rock fall hazard, are shallow, stony and highly permeable and have low soil fertility. North of Epping Gymea Located on undulating to rolling rises and low hills on to Beecroft sandstone bedrock. Soils are shallow to moderately deep yellow earths and earth sands on crests, shallow siliceous sands on leading edges of benches. Some localised podzolic soils are also present on shale lenses. These soils are highly erosional, are shallow and highly permeable and have low soil fertility. Beecroft to West Pennant Located on rolling to steep side slopes on shales and shale Thornleigh Hills colluviums. Soils are deep red and brown podzolic soils on upper and mid slopes and yellow and brown podzolic soils on colluvial benches. These soils present a mass movement hazard, are highly erosional, experience seasonal water logging and impermeable subsoils.

Three soils types have been identified within the proposal area: fill, alluvium and residual soils. The soils range from very loose and loose sands and gravels to sandy and gravelly clays with a stiff to very stiff consistency. All three types of soils may have high or extremely high erosion potential.

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Acid sulphate soils

The topography of the proposal site generally varies between 71 metres Australian Height Datum (AHD) at the M2 Motorway and 168 metres AHD at the northern extent of the site to the south of Thornleigh. No acid sulphate soils are expected along the proposal site as a result of the elevation above sea level and none were identified by the National Atlas of Australian Acid Sulphate Soils (CSIRO 2003).

The risk of encountering acid sulphate soils is considered to be low for the northern end of the alignment and extremely low for the southern end of the alignment (Golder Associates 2011a). However the potential presence of acid sulphate soils would be confirmed as part of further geotechnical investigations.

Salinity

A search of the NSW Natural Resources Atlas (DNR, 2012) indicated that the land within the vicinity of the ETTT proposal is not considered to present a moderate, high or very high risk of salinity. Further geotechnical investigations would be undertaken during detailed design to confirm the presence of saline soils and to inform any necessary design measures to be taken.

Contamination

Given the existing and historic use of the rail corridor for railway activities, it is considered that the soils and landforms have been subject to sources of contamination including:

 uncontrolled imported fill

 potential deposition and disposal of coal and ash

 fibrous cement, e.g. pipes and cable trays

 brake pad linings

 oils and greases from maintenance and operation of trains and infrastructure

 spills and leaks

 contamination from neighbouring land uses such as service stations and substations.

The Epping to Thornleigh Third Track Phase II Environmental Site Assessment and In-Situ Waste Classification report (Golder Associates 2011c) found that three soil samples exceeded existing contamination guidelines. For two samples, exceedances of the total petroleum hydrocarbon (TPH) criteria were identified, and in one sample, the criterion for arsenic was exceeded.

Asbestos was also identified in two samples. These samples included chrysotile asbestos fibres at depths of 0.1 metres. Fragments of potential asbestos-containing material were also found in a number of services trenches.

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15.1.2 Land stability and geological integrity

The 1:1000000 Sydney Geological Sheet (9130) indicates that the proposal site is underlain by Ashfield Shale except for between North Epping and approximately half a kilometre south of Beecroft Station, where it is underlain by Hawkesbury Sandstone. No alluvium, faults, dykes or structural geology features are mapped along the proposal site.

Ashfield shale comprises black to dark grey shale, siltstone and laminate. It generally shows a weathered profile, with approximately two to five metres of residual clay and extremely weathered shale becoming less with depth. The residual clay soils associated with Ashfield Shale may be reactive and exhibit volume change due changes in moisture content. Gravelly clay and shale layers are also present in the profile.

Hawkesbury Sandstone comprises medium to coarse grained quartz sandstone with minor shale and laminate lenses. It is generally stronger than the overlying Ashfield Shale and shows weathering along joints. It generally has a thin sandy clay or clayey sand in the profile. This profile is generally one metre in thickness, and increases in gullies and drainage depressions.

The geology in the study area consists of fresh to extremely weathered shale, siltstone, sandstone and interbedded sandstone/siltstone.

15.2 Earthworks management

15.2.1 Earthworks balance and spoil management strategy

Approximately 95,000 cubic metres of spoil would be excavated during construction, mainly to widen existing cuttings. Spoil would be reused on site where practicable for backfilling, access roads and retaining wall construction at fill locations. However, at least 65,000 cubic metres of spoil is expected to require off-site disposal. As outlined in section 5.8.2, spoil not required or suitable for re-use on site would be disposed of to a licensed facility.

Spoil may be temporarily stockpiled on site at various locations to be determined by the construction contractor. These locations would be positioned on level ground and at least 40 metres away from any watercourses or major drainage lines where practicable. Erosion and sedimentation control devices would be installed around stockpile locations to minimise potential impacts on downstream watercourses or drainage lines. Stockpiles would be managed through the erosion and sedimentation component of the CEMP.

Some of the spoil may be reused for the construction of temporary access ramps and tracks. Spoil may also be used to construct the temporary work platform (refer section 5.2.3) south of the M2 Motorway. The use of spoil for these two purposes would be determined during detailed design and construction planning. Excess spoil would be removed from site once it is no longer required.

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15.2.2 Land stability and geological integrity

Geotechnical investigations (Golder Associates 2011a) provide preliminary data on rock strength and other engineering properties of soils in the study area. Many of the existing cuttings within the rail corridor need to be excavated to provide additional width for the third track. Additionally, bridges and approach structures would also require new embankments and some of these would need to be stabilised. The purpose of stabilisation maybe either due to potential stability concerns but also to reduce the construction footprint as far as possible and to avoid impacts on other infrastructure. The level of stabilisation provided would be different at each location and would vary between providing local structural support to particular features to more broad-scale measures which might include shotcrete treatment or specific retaining walls.

All retaining walls and soil treatments would be designed with an adequate factor of safety and in accordance with relevant legislation and industry guidelines, including requirements to undertake routine maintenance. More detailed geotechnical investigations and information on soil properties would be collected as part of the detailed design and be used to confirm soil types, rock strengths and foundation requirements.

A number of cut and fill locations are proposed as part of the ETTT proposal; a number of these locations require retaining wall structures. The concept design identifies that retaining walls of between 0.5 metres and 13 metres high are required. The positioning and type of retaining structures would be further confirmed during detailed design following collection of geotechnical information. Proposed retaining walls would be a key element of consideration in the urban design and landscaping plan to be further developed at the detailed design stage.

15.3 Contaminated land management

Acid sulphate soils

The risk of encountering acid sulphate soils is considered to be low for the northern end of the alignment and extremely low for the southern end of the alignment (Golder Associates 2011a). However the potential presence of acid sulphate soils would be confirmed as part of further geotechnical investigations to be undertaken during detailed design.

Contamination

All excavated spoil that is surplus to requirements would be tested prior to removal from the rail corridor and classified according to OEH’s Waste Classification Guidelines: Part 1 Classifying Wastes (DECC 2009a). Spoil would be disposed of to an appropriately-licenced facility. The CEMP would include measures to manage spoil and waste and would include measures relating to the management of contamination and hazardous materials.

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15.4 Potential impacts

15.4.1 Construction

Erosion and sedimentation

The construction of the proposal would involve soil and rock excavations, stockpiling of soils, and vehicle traffic along the rail corridor and at access points. Excavating and stockpiling of soils potentially exposes the soils to increased risks of wind and water erosion.

The potential for general soil impacts to occur is increased in areas where the soil landscape has higher susceptibility to erosion.

All disturbed ground (including disturbed soils and cuttings) would be stabilised and revegetated where feasible. Implementation of management measures (described in section 15.5) and the construction environmental management plan (described in section 19.1.1) would assist in minimising the potential for impacts to soils. Provided the construction works are managed in accordance with the construction environmental management plan, the potential for significant erosion impacts would be minimised.

Further information on potential water quality impacts is provided in Chapter 14.

Disturbance of contaminated soil

The ETTT proposal may potentially result in contamination of soils during construction as a result of spills and leaks from equipment or from construction compound sites. These potential impacts would be managed by the implementation of mitigation measures outlined in section 15.5.

Where required by the Epping to Thornleigh Third Track Phase II Environmental Site Assessment and In-Situ Waste Classification report (Golder Associates 2011c), further contaminated soil testing and analysis, including for asbestos, would be undertaken during detailed design including a health and safety risk assessment prior to construction to inform the likely hazard to workers and the environment.

Due to the low likelihood of acid sulphate soils in the vicinity of the proposal, disturbance of acid sulphate soils is considered to be unlikely and therefore impacts are considered minimal.

Land stability and geological integrity

Soil landscapes present between Beecroft and Thornleigh may present a mass movement hazard as well as other undesirable engineering characteristics. Geotechnical testing conducted during detailed design will collect relevant information to confirm satisfactory design responses to the specific soil properties.

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15.4.2 Operation

Geology and soils

Maintenance activities that could disturb soils and landforms during operation include clearing of culverts and table drains, and vegetation management (such as slashing and clearing of sight lines and clear zones). Disturbance to soils and landforms during operation would be minimised by adherence to RailCorp maintenance procedures.

Land contamination

Operation of the proposal is unlikely to result in any significant additional contamination of soils as the operation would not vary significantly to existing operations (with the exception of an increase in the number of trains).

15.5 Management and mitigation measures

The following management and mitigation measures would be implemented to water quality impacts.

15.5.1 Detailed design

 Further geotechnical investigations would be undertaken during detailed design to confirm soil and rock properties along the alignment and appropriate design responses.

 Where required by the Epping to Thornleigh Third Track Phase II Environmental Site Assessment and In-Situ Waste Classification report (Golder Associates 2011c), soil contamination testing would be undertaken to delineate any areas which may pose risks to human health or other aspects of the environment. This would include potential for acid sulphate soils, saline soils, asbestos containing materials as well as other types of contamination. Mitigation measures would then be developed to appropriately manage any contamination or saline soils likely to be encountered.

 Undertake a health and safety risk assessment prior to construction.

15.5.2 Construction

 An erosion and sediment control plan would be prepared in accordance with Volume 2D of Managing Urban Stormwater: Soils and Construction (DECCW 2008b). The erosion and sediment control plans would be established prior to the commencement of construction and be updated as relevant to the changing construction activities. Particular emphasis would be placed on areas identified as high or extremely high erosional hazard. The following measures would be included in the erosion and sediment control plan:

 Disturbed surfaces would be stabilised as quickly as practicable after construction.

 The amount of material transported from the site to surrounding pavement surfaces (in particularly road surfaces) would be minimised.

 Erosion and sediment control measures would be regularly inspected (particularly following rainfall events) to ensure their effectiveness.

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 Erosion and sediment control measures would be left in place until the works are complete or areas are stabilised.

 Temporary and permanent energy dissipation measures would be designed and implemented to protect receiving environments from erosion.

 Works would be managed during rainfall (or whilst the ground remains sodden) to minimise vehicle disturbance to the topsoil.

 Procedures for handling asbestos contaminated materials, including record keeping, site personnel awareness and waste disposal would be undertaken as necessary in accordance with Workcover requirements.

 All spoil would be tested to determine the appropriate waste classification and method of disposal prior to removal from site.

15.5.3 Operation

 Potential erosion and sedimentation impacts would be managed through the implementation of RailCorp’s maintenance and environmental management procedures.

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16. Land use and property

This chapter considers the potential impacts of the ETTT proposal on land use, property and infrastructure in the vicinity of the proposal. The chapter also considers the potential economic impacts of the proposal.

16.1 Existing conditions

16.1.1 Existing land use and property

The land uses within, and in the vicinity of, the proposal site are described below and are shown in Figure 16.1.

Proposal site

The proposal site consists mainly of land within, as well as some land adjoining, the rail corridor (that is land owned by RailCorp). Land within the rail corridor is mostly used for railway purposes, including:

 operational railway tracks, access roads and areas used for drainage

 Epping, Cheltenham, Beecroft, Pennant Hills (includes two small businesses: coffee shop and newspaper outlet) and Thornleigh stations

 other rail-related infrastructure such as signalling equipment and power transmission/substation infrastructure.

In addition, some land owned by RailCorp is currently available for public or private use (e.g. the tiling business at Pennant Hills and playground and gardens at Beecroft). Commuter car parks at Cheltenham and Beecroft stations are also located partly on road reserve and partly on RailCorp land.

Study area

Land uses adjoining or in the immediate vicinity of the proposal site include a mix of residential, commercial, recreation and reserves, community and educational uses. Residential is the main land use between Epping and Thornleigh stations. The residential land uses consist mainly of low-density detached residences, particularly to the north of the M2 Motorway. Some medium-density apartment blocks are located:

 north of Epping Station on both sides of the rail corridor

 a single apartment block to the south of Pennant Hills Road on the western side of the rail corridor at Pennant Hills

 on the western side of the rail corridor, between Pennant Hills Road and the corridor, to the north of Stevens Street, Thornleigh.

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Commercial/business land uses are located mainly:

 around Epping Station and north of Epping Station on Beecroft Road

 on the western side of Beecroft Station

 south of Pennant Hills Road (western side of corridor) at Pennant Hills

 on either side of the rail corridor around Pennant Hills Station.

Educational uses adjacent to or in the immediate vicinity of the proposal site (refer Table 9.2) include:

 Cheltenham Girls High School

 Beecroft Public School

 Arden Anglican School

 various preschool and long day care facilities.

The following public recreation and community facilities are located directly adjacent to the rail corridor, but outside of the proposal site:

 the Beecroft Scout and Guide Hall (located on the southern edge of the Village Green, near the intersection Kirkham Street and The Crescent) which is located on RailCorp owned land

 the Beecroft Village Green, including the Beecroft Community Centre and the playground within the Village Green.

The broader study area includes a mix of land uses characteristic of its suburban setting, including residential, commercial, industrial, recreation, education, infrastructure and reserves.

The M2 Motorway, Beecroft Road, Pennant Hills Road and residential streets are also located within the study area.

16.1.2 Future land uses

The draft Hornsby Local Environmental Plan 2011 (the draft LEP) was reviewed and compared to existing land uses (as indicated by current development and the Hornsby Local Environmental Plan 1994) to identify any potential changes to land use in the vicinity of the proposal site.

The draft LEP indicates that the area of existing low density residential development along Chapman Avenue to the north of the Beecroft town centre is zoned for medium-high-density and high-density residential land uses. This means that there is potential for higher density residential development on this land, with an associated future increase in population near the rail corridor.

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Thornleigh Station

Pennant Hills Bowling Club

Pennant Hills Library and Community Centre

Tile business Pennant Hills Station

Arden Anglican Pre School Primary Campus

Playground Beecroft Station

Booth Park

Beecroft Village Green

Beecroft Scout and Guide Hall Cheltenham Station

Cheltenham Girls High School

Cheltenham Recreation Club

Increased residential densities Residential Business/commercial

Community facilities/school Emmaus Bible College Major transport infrastructure 200 metres buffer Seventh Day Adventist School Our Lady Help of Christians Epping Station

0 N 1km

Existing track Figure 16.1 General land use categories Proposed third track in the vicinity of the proposal Track refurbishment Note: Indicative only, subject to detailed design. Epping to Thornleigh Third Track Environmental Impact Statement

16.1.3 Land ownership

The ETTT proposal would predominately be located within the rail corridor, which is owned by RailCorp. Land outside the rail corridor which would be impacted is owned by public agencies, as described in section 5.6.8. The M2 Motorway and Pennant Hills Road are RMS roads; all remaining roads to be impacted are Hornsby Shire Council roads.

16.1.4 Existing infrastructure

Utilities

As outlined in section 5.6.6, a total of 53 non-rail related utilities have been identified as being potentially affected by the ETTT proposal. These services are owned by a range of providers, including AusGrid, Sydney Water, Optus, Telstra and other parties.

RailCorp owned utilities and associated infrastructure

The rail corridor between Epping and Thornleigh contains a large number of RailCorp-owned assets associated with power, signalling and communications as follows:

 sectioning hut north of Epping Station

 signalling huts

 Beecroft Substation

 Metronet radio system at Cheltenham and Pennant Hills stations

 signal power room at Cheltenham Station

 high voltage electrical system.

16.1.5 Economic characteristics

As mentioned above, much of the study area consists of residential land uses. These areas are largely serviced by the commercial and business centres located around Epping, Beecroft, Pennant Hills and Thornleigh stations.

Commercial premises in close proximity to the proposal are listed in section 16.1.1.

16.2 Potential impacts

16.2.1 Construction

Land use

The direct impacts of the ETTT proposal on land use would be minimal as the majority of the works would occur within the rail corridor (i.e. land owned by RailCorp). Impacts outside of the rail corridor would be limited to areas that would be permanently acquired or leased during construction (see section 5.6.8). These areas owned by public agencies (such as RMS and Hornsby Council).

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It should be noted that some areas of land owned by RailCorp are currently available for use by the public. In some instances, the existing boundary fence will need to be relocated to accommodate the proposal. The relocated fenceline will mostly remain within RailCorp owned land but will nevertheless impact on areas currently available to the public. Such locations include parts of the Beecroft Village Green, parts of the playground adjacent to Beecroft Station and the Yarrara Road footpath at Pennant Hills.

Impacts on the operation of the rail corridor would be minimised through physical separation of the construction works from the live rail environment and by undertaking works during rail closedowns where interactions are necessary. The proposal would take advantage of rail closedown periods already scheduled by RailCorp and would also require additional closedowns.

Impacts on the operation of Cheltenham, Beecroft and Pennant Hills stations are discussed in section 11.3.

Part of the area to be acquired at Pennant Hills Station is currently used as a footpath. Impacts as a result of this acquisition are discussed below. At Pennant Hills Station, the proposal would require the demolition of an existing tiling business located within land leased from RailCorp. The impact of this loss is considered to be minor from a land use perspective, due to its location on land zoned for railway purposes. The proposal would also potentially affect the operation of the shop/newspaper outlet located within the Pennant Hills Station concourse. Closure or temporary relocation of this business may be required.

The fenced rail corridor would be widened by up to several metres into the gardens and playground at Beecroft Station. The loss of this land is not expected to impact on the use or function of the park as the acquisition area is small. Removal of the playground equipment is not currently anticipated. Impacts and mitigation measures would be confirmed during detailed design.

Property acquisition

Some property acquisition is required to facilitate construction of the ETTT proposal. The impacts of this acquisition are considered to be minor as land to be acquired is already in public ownership.

Acquisition of the footpath at Pennant Hills Station would result in a minor impact on the use of the footpath as pedestrian movements along this path are mostly related to the current footbridge, which would also be relocated as part of the proposal. An alternative footpath exists on the other side of Yarrara Road that would be available for pedestrian movements during construction. Access to the existing footbridge would be retained at all times during construction.

Economic

An assessment of the potential economic impacts of the proposal was undertaken. Table 16.1 summarises the conclusions of the assessment in relation to the potential construction impacts, including consideration of management and mitigation measures to reduce the identified impacts.

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Table 16.1 Summary of economic impacts during construction

Potential impact Impact without mitigation Impact with mitigation Noise and vibration Moderate negative Slight negative Relating to the potential Some businesses (particularly Analysis has identified that noise construction impacts on those located adjacent to the impacts during the construction levels of amenity existing rail corridor) may be phase would be localised and currently experienced by impacted by noise as a result of occur throughout the construction existing businesses. the construction works undertaken period. Further these impacts within the rail corridor. would be managed through the implementation of TfNSW’s Construction Noise Strategy (2011b). Traffic, access and Slight negative Slight negative parking Construction workers driving to To limit construction workers Relating to the availability work could potentially park on parking in designated commuter of car parking for nearby streets reducing the car parks or surrounding streets, customers and employee amount of parking available for parking for construction workers and increases in existing customers and workers. would be provided off-street and construction related Businesses could be impacted by within the rail corridor adjacent to traffic. additional construction related the project site and compounds. vehicle movements/traffic. These short term impacts would be further minimised through the implementation of a Construction Environmental Management Plan (CEMP) and Construction Traffic Management Plans (TMP). Increased demand for Slight positive Moderate positive goods and services Some businesses may experience The implementation of Demand for local goods a slight positive benefit from sustainability criteria would and services from the additional customers and passing potentially encourage the construction industry. trade resulting from the contractor to purchase goods and construction activities and services locally, helping to ensure additional workers in the locality. the local community benefits from the ETTT proposal. Employment Slight positive None required generation Employment generation benefits Relating to the would occur on commencement of generation of the project’s planning, design and construction employment construction work. as a direct and indirect consequence of the project. Economic multipliers Moderate positive None required Relating to economic Benefits of construction and job activity in one industry generation would flow through to and the flow on benefits the wider economy on to others across the commencement of the project’s national economy. planning, design and construction work.

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Potential impact Impact without mitigation Impact with mitigation Property acquisition Neutral None required To facilitate the To facilitate the construction of the construction of the ETTT proposal, it would be necessary to proposal, it would be permanently acquire some necessary to acquire 10 Council and State Government parcels of land. The owned land. A tiling business near majority of the proposal Pennant Hills Station is currently would be located on land operating on RailCorp land owned by Council and required for the ETTT proposal State Government and would not have its lease agencies. There would renewed. The tiling business is not however be the need for considered a key tenant within the some temporary and Pennant Hills shopping village and permanent property therefore its removal is unlikely to adjustments. A total of have a flow on influence to the nine pieces of land are trade of surrounding retailers. A considered to be required store/newspaper shop located on during the construction the concourse level of Pennant phase of the project. Hills Station may also need to be relocated during construction.

The table indicates that a number of slightly adverse economic impacts would be experienced during the construction phase, however these would potentially be offset by other slightly or moderately positive benefits resulting from increased demand for goods and services, employment and economic multipliers.

Infrastructure

Table 16.2 outlines the utilities which are to be potentially affected by the ETTT proposal. The need for relocation would be determined during detailed design. Impacts on these utilities would be minimised through consultation with the asset owners to discuss relocation methods and any protection requirements.

Table 16.2 Potentially affected utilities

Provider Type of asset AusGrid 6 x underground electricity 2 x 66kV overhead electricity Overhead electricity Low voltage aerial power cable 2 x 11kV electricity (aerial) Sydney Water Water mains Sewer mains Optus Fibre-optic cables Telstra Underground cables (unknown type) Fibre-optic cable Underground copper cables Ducted pipes Telecommunications cables (incl. fibre-optic) Unknown Other services Source: PB/GHD 2012b 3.4 Utilities Note: kV = kilovolt

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The ETTT proposal has the potential to affect various utility assets (refer Table 16.2). The exact location of and impact on these assets would be confirmed during the detailed design stage.

Impacts on utilities would be reduced by first confirming their locations during the detailed design process and where possible avoiding any interactions. Where impacts are unavoidable, discussions with the utility providers would be undertaken to either protect or if necessary relocate the affected utilities.

The relocation or protection of utilities would not result in any impacts to the operation of the rail corridor as any works required in the vicinity of the operational tracks would be undertaken during rail closedown periods.

In the vicinity of each station, the ETTT proposal would require relocation of some non- RailCorp assets such as electricity transformers and traffic lights. Proposed new locations for these assets would be determined during detailed design in consultation with the relevant asset owners.

16.2.2 Operation

Land use

There would be no changes to land use as a result of the operation of the ETTT proposal, expect for small areas of public footpaths at Pennant Hills and public roads adjacent to stations.

Future development potential

The ETTT proposal is not expected to stimulate any change to land uses adjacent to the railway corridor. For those areas where land use changes would potentially be facilitated by LEP zoning changes, such changes would be expected to occur over the medium to long term and are unrelated to the proposal.

Economic impacts

As documented in section 1.4, the benefits of NSFC Program strongly outweigh its costs. Once all four NSFC Program proposals are fully operational, significant economic benefits would accrue to the NSW and Australian economies.

Infrastructure

The proposal would not impact upon any RailCorp or other infrastructure during operation.

16.3 Management and mitigation measures

The following management and mitigation measures would be implemented to minimise property and infrastructure impacts:

16.3.1 Detailed design

 Further investigation of the location of existing utilities and potential impacts to be undertaken. This would include consultation with the asset owners to determine the appropriate measures for relocation.

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 Early consultation with the owners of the two identified businesses which would be affected by construction.

16.3.2 Construction

 There are no management and mitigation measures proposed to be implemented during construction.

16.3.3 Operation

 There are no management and mitigation measures proposed to be implemented during operation.

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17. Air quality and greenhouse gases

A detailed air quality impact assessment for the ETTT proposal was undertaken by Parsons Brinckerhoff. A comprehensive technical report is available as Technical Paper 7 – Air quality on the TfNSW website (www.transport.nsw.gov.au/projects) and hard copies of the technical report would be made available at the display locations during the exhibition period. A summary of the assessment is provided in the following sections. A preliminary greenhouse gas assessment is also included based on current information, however a more detailed greenhouse gas estimate would be undertaken during detailed design in accordance with TfNSW’s Sustainable Design Guideline v2.

17.1 Approach and methodology

17.1.1 Relevant legislation and guidelines

The air quality impact assessment was prepared in accordance with the following guidelines:

 National Environment Protection (Ambient Air Quality) Measure (National Environment Protection Authority Council 1998)

 Approved Methods for the Modelling and Assessment of Air Pollutants in New South Wales (DEC 2005).

The greenhouse gas assessment was prepared with reference to the following guidelines:

 Greenhouse Gas Protocol (World Business Council for Sustainable Development and World Resources Institute 2004)

 Australian National Greenhouse Accounts: National Greenhouse Accounts Factors (Department of Climate Change and Energy Efficiency 2012) which supersedes the Australian Greenhouse Office Factors and Methods Workbook (AGO, 2006)

 Greenhouse Gas Inventory – Guide for Construction Projects Volume 1.0 (TCA 2010).

17.1.2 Air quality assessment

Construction air quality impacts were assessed qualitatively. It was expected that potential impacts would be relatively minor and able to be readily managed through the implementation of standard dust management measures. A quantitative assessment of potential operational impacts was undertaken. Background air quality and meteorological data was obtained from the nearest air quality monitoring stations at Lindfield and Chullora. Potential impacts were modelled using the AUSPLUME (v6.0) air dispersion modelling package. The predicted pollutant concentrations were compared with applicable OEH criteria.

For the purposes of the air quality assessment, the study area was defined as an area of approximately 800 metres wide either side of the Main North Line rail corridor, between Epping Station and Thornleigh Station (as shown in Figure 16.1). Sensitive receivers (from an air quality impact perspective) were identified within the study area and are shown in Figure 17.1.

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Potential air quality impacts were predicted at separation distances of 50 metres, 100 metres, 200 metres, 400 metres and 800 metres from the ETTT proposal.

The following two scenarios were modelled in accordance with OEH’s impact assessment requirements (DEC 2005):

 scenario 1: maximum 1 hour air quality impacts

 scenario 2: maximum 24 hour and annual average air quality impacts.

For the worst case scenario (scenario 1), it was assumed that a maximum of three freight trains and one diesel passenger train would travel along the rail corridor in each direction. It was also assumed that one diesel freight train would idle for a period of 30 minutes in each direction.

The assumptions used for the maximum 24 hour and annual average conditions (scenario 2) are provided in Table 2.1 and section 6.2.5 of Technical Paper 7 – Air quality.

Further information on the methodology and assumptions for the air quality assessment is provided in section 6 of Technical Paper 7 – Air quality.

17.1.3 Greenhouse gas assessment

A preliminary quantitative (Scope 1) greenhouse gas assessment was undertaken for the construction phase in accordance with the guidelines listed above. A qualitative assessment of potential greenhouse gas emissions was undertaken for the operational phase.

17.2 Existing conditions

Ambient air quality within the study area is affected by a number of factors including topography, prevailing meteorological conditions and local and regional air quality emissions sources.

Locally and regionally, the dominant land use types (as described in Chapter 16) are low and medium density residential development, open space and commercial facilities, with small areas of industrial development.

In the Hornsby LGA, the national pollution inventory database (www.npi.gov.au) indicated that only nine facilities reported air emissions in the 2009–2010 reporting period. Technical Paper 7 – Air quality lists the nine facilities and typical pollutants which they generate by each facility.

Based on the location of the facilities, the extent of their emissions, and the indicative background air quality, it is anticipated that these facilities would have a negligible impact on the air quality of the study area.

The dominant contributions to the air quality of the study area would be predominantly from local sources, including:

 exhaust emissions from vehicles using adjacent roads

 particulate emissions (e.g. dust) from road use

 fugitive dust and diesel exhaust emissions from existing rail movements.

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The locations of sensitive receivers (from an air quality perspective) within the study area are shown in Figure 17.1.

Ambient air quality conditions were obtained using data from the air quality monitoring stations located at Lindfield, and where data was not available, from Chullora.

Data obtained from these stations indicated the following:

 particulate matter (PM10 and PM2.5) levels are below the OEH criteria

 oxides of nitrogen (NOX and NO2) levels are below the OEH criteria

 ozone levels have only had one day of exceedance of the maximum 4 hour average criteria during 2011, there were no exceedances of the maximum 1 hour criteria during this period

 carbon monoxide levels are below the OEH criteria

 sulphur dioxide levels are below the OEH criteria

 data for volatile organic compounds (VOCs) and polycyclic aromatic hydrocarbons was not available at either of the two monitoring stations.

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Thornleigh Station

Thornleigh Pre School Pennant Hills Preschool and Long Day Care

Pennant Hills War Memorial Children’s Centre

Just for Kids Preschool and Long Day Care Centre Heritage House Pennant Hills Primary School Pennant Hills Day Endoscopy Centre Just Better Care Hornsby Shire Council Children’s Services Pennant Hills Station St Agatha’s Parish Primary School Early Childhood Health Centres

Arden Anglican Pre School Primary Campus

Twilight Aged Care Beecroft Out-of-School Beecroft Station Hours Centre Beecroft Primary School

Twinklestar Childcare

Cheltenham Station Cheltenham Girls High School

KU Cheltenham Memorial Preschool

Air quality sensitive receivers location Epping Public School Buffer areas 50 metres 400 metres Emmaus Bible College 100 metres 800 metres 200 metres Arden Anglican School Secondary Campus Seventh Day Adventist School Our Lady Help of Christians Epping Station Essex Street Kindy

0 N 1km Hawkesbury District Health Service KU Isobel Pulsford Preschool

Existing track Figure 17.1 Non-residential air quality sensitive Proposed third track receivers identified within the study area Track refurbishment Note: Indicative only, subject to detailed design. Epping to Thornleigh Third Track Environmental Impact Statement

17.3 Potential impacts

17.3.1 Construction

During construction, the main potential impacts would be associated with the generation of dust and emissions from the movement and use of on-site machinery and associated vehicular traffic.

Particulate matter

Anticipated sources of dust and dust-generating activities include:

 vehicle and mobile plant movement on paved and unpaved roads, haulage routes and other work areas

 wind erosion of stockpiles and other exposed areas

 handling and transfer of materials including the loading and unloading of spoil and other materials

 bulk earthwork operations, such as excavation, clearing of groundcover and topsoil, and slope trimming/blasting

 demolition of concrete and masonry facilities (e.g. at stations)

 grading of land and soil exposure for reseeding.

The quantity of dust that is dispersed would depend on the quantity of dust generated and the drift potential of the particles. Larger particles would settle closer to the source while finer particles can be dispersed over greater distances. During unfavourable weather, such as dry and windy conditions, dust emissions may be increased.

The proposed construction activities are typical for a rail infrastructure project and the quantities of earthworks and materials movement are not considered excessive (refer section 15.2). Therefore, the dust load generated during a typical construction day is not expected to result in reduced air quality at the nearest receivers, provided that adequate management measures are implemented.

There is substantial industry experience in successfully managing construction activities in urban areas to minimise the potential for dust generation. Standard management and best practice measures would be adopted to control emissions to within acceptable levels.

Gaseous emissions

Gaseous emissions are associated with the combustion of diesel fuel and petrol from the movement of vehicles and operation of on-site plant and machinery during construction.

These sources would generate emissions of carbon monoxide (CO), carbon dioxide (CO2),

oxides of nitrogen (NOx), sulphur dioxide (SO2) and trace amounts of non-combustible hydrocarbons. The rate of emissions and potential impact on the study area would depend on the number and power output of the engines, the quality of the fuel used, the condition of the engines including pollution control mechanisms and the intensity of use. The types and estimated numbers of major plant and equipment used during the construction phase are listed in section 5.7.2.

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The potential impacts would also depend on the prevailing meteorological conditions, which would affect dispersion.

The air quality assessment concluded that gaseous emissions would be adequately managed through the implementation of standard management measures, and would not significantly impact on the air quality of the study area. This conclusion was developed based on the anticipated duration of works, the likely number of emission sources, the staging of construction, and scheduling of activities (i.e. not all machinery would be operating in the same location simultaneously).

Greenhouse gases

There is a general consensus amongst climate experts that climate change is occurring and that most of the warming observed over the last 50 years is attributable to human activities that have increased atmospheric concentrations of greenhouse gases (IPCC 2007a).

The Intergovernmental Panel on Climate Change’s (2007a) IPCC Fourth Assessment

Report: Climate Change 2007 states that ‘carbon dioxide (CO2) is the most important anthropogenic (sourced from human activities) greenhouse gas’. Other important

greenhouse gases include water vapour (H2O), nitrous oxide (N2O), methane (CH4) and ozone (O3) (IPCC 2007b).

Greenhouse gas emissions would be generated during the construction of the ETTT proposal, with substantial energy-consuming activities anticipated to occur over approximately the 45 month construction period. Greenhouse gas emissions would predominantly be generated by the following activities:

 combustion of fuel in construction plant, equipment and vehicles (direct emissions)

 vegetation clearing (direct emissions from the decomposition of vegetative material and soil carbon releases)

 electricity used at site compounds (electricity indirect emissions)

 use of explosives (direct emissions)

 disposal of waste from construction staff and site compounds (indirect emissions from the decomposition of waste material)

 indirect emissions embodied in key construction materials, including cement and steel (i.e. the energy and resources that were consumed to produce a particular construction material).

The volume of greenhouse gas emissions that would be generated during construction would depend on the quantity of construction materials consumed and the types of construction plant and equipment used.

An estimate of the likely volume of directly emitted (scope 1) greenhouse gas emissions associated with the key emission sources is provided in Table 17.1. It is noted that these are preliminary estimates, which can be refined as further details on the quantity of construction materials, plant and equipment are provided. This information would be determined during detailed design and project procurement. TfNSW would undertake a more detailed greenhouse gas assessment (involving an inventory of Scope 1, 2 and 3 emissions) when more accurate information is available during the design development stage.

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Table 17.1 Estimated greenhouse gas emissions

Volume of greenhouse gas Key emission source Indicative quantity required1 emissions generated 2 – Scope 1 (t CO2-e) Stationary diesel consumption (for plant, equipment and 1,488,000 litres 3,990 construction vehicles) Transport diesel consumption (for use in site vehicles and 807,000 litres 2,200 transportation of waste) Transport petrol consumption (for plant, equipment and 28,000 litres 65 construction vehicles) Transport petrol consumption 1,035,000 2,400 (for use in site vehicles) Vegetation clearing 1.5 ha (exotic woody vegetation) 780 4.0 ha (native woodland/forest)

TOTAL (estimated) construction emissions (t CO2-e) 9,435 Notes: 1. The quantity of construction materials quoted is indicative only, and will be determined during detailed design. 2. T CO2-e = tonnes of carbon dioxide equivalent. Comparison with NSW and Australia’s annual greenhouse gas emissions

NSW’s annual GHG emissions were approximately 156 million t CO2-e in 2010 (The Climate Group, Greenhouse Indicator Annual Report: 2010, 9 February 2011) and approximately 161 million T CO2-e in 2009 (DCCEE, State and Territory Greenhouse Gas Inventories 2012). Total Scope 1 GHG emissions from construction of the proposal are approximately equal to 0.006% of NSW’s annual emissions.

Compared with Australia’s 2009/10 annual GHG emissions of approximately 560.8 Mt CO2-e, the Scope 1 GHG emissions from the construction of the proposal equates to approximately 0.001% of Australia’s annual emissions.

17.3.2 Operation

Particulate matter

Particulate matter emitted as a result of the operation of diesel freight and passenger trains would be mainly caused by:

 wheel and brake action on the rail line

 entrainment (lift-off) of surface particles in the rail corridor

 emissions of particulates from diesel locomotive engines.

The emission of particulate matter from wheel and brake action, in addition to the entrainment of dust particles from the rail corridor, are minor and therefore have not been included in the quantitative assessment. These emissions would therefore be unlikely to adversely impact the local airshed or at any of the sensitive receivers identified.

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Gaseous emissions from rail movements

The greatest potential for air quality impacts during operation would occur as a result of emissions from diesel freight and passenger train locomotives that travel along the Main North Line.

Pollutants generated from the combustion of diesel would include oxides of nitrogen (NOX or NO2), particulate matter (PM10 and PM2.5), carbon monoxide (CO), sulphur dioxide (SO2) and trace levels of volatile organic compounds and non-combustible hydrocarbons.

The results of the air quality assessment indicate that during operation:

 the predicted incremental and cumulative operational levels of nitrogen dioxide, carbon monoxide, sulphur dioxide and volatile organic compounds (as benzene) levels would comply with OEH criteria at all modelled separation distances

 predicted carbon monoxide, sulphur dioxide and volatile organic compounds (as benzene) concentrations would comply with OEH criteria.

Further information on the results of modelling is provided in Tables 7-1, 7-2, 7-5 and 7-6 of Technical Paper 7 – Air quality.

These results indicate that the operation of the ETTT proposal would not significantly impact air quality.

Regional impacts

A proposal has the potential to impact on regional air quality if it has the potential to adversely impact on air quality at distances greater than 500 kilometres and up to 1000 kilometres from the source. Two common forms of regional air pollution are acid deposition and the formation of ozone (photochemical smog).

Sulphur dioxide and nitrogen dioxide levels at the five modelled separation distances (50 metres, 100 metres, 200 metres, 400 metres and 800 metres) from the emission source (a locomotive) were predicted to be low and well within OEH criteria for specific averaging periods. At these predicted concentrations, regional air quality impacts would not be expected as a result of the operation of the ETTT proposal.

Photochemical smog occurs as a result of a complex series of chemical reactions involving oxides of nitrogen and non-methane hydrocarbons under certain meteorological conditions. These reactions can occur on timescales ranging from hours to several days, producing compounds such as ozone and organic compounds.

The ETTT proposal is located in an area where there are few significant sources of precursor emissions (refer to Table 4-8 of Technical Paper 7 – Air quality). Additionally, in comparison to large scale precursor emission sources such as gas-fired power stations, emission rates of oxides of nitrogen and volatile organic compounds would be small (less than 5%).

Given the comparatively small scale of emissions from the proposal, and the intermittent nature of emission releases from locomotives, the potential for the ETTT proposal to contribute to photochemical smog at a regional level is considered to be negligible.

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Greenhouse gas emissions

Operational greenhouse gas emissions would primarily be associated with the operation of the rail facilities, particularly energy consumption in signalling and new stations. Other sources of greenhouse gas emissions would include:

 direct emissions from maintenance activities, such as the combustion of fuel in maintenance plant/vehicles

 embodied energy (and associated greenhouse gas emissions) in materials used in the maintenance of rail infrastructure (the energy and resources that were consumed to produce a particular construction material).

An overview of the key potential sources of greenhouse gas emissions during the operation of the ETTT proposal is provided in Table 17.2.

Table 17.2 Key operational greenhouse gas emission sources

Emission Discussion source Rail vehicles Operating freight locomotives would generate emissions to the atmosphere (rolling stock) including greenhouse gas emissions. The additional emissions would be less per tonne of freight moved by other modes (e.g. trucks). This proposal would contribute to the overall NSFC program benefit of reducing the growth of heavy vehicles on the road by more than 200,000 vehicle trips per year, thereby having a positive carbon impact. Rail infrastructure The daily operation of various rail infrastructure would utilise electricity and generate associated greenhouse gas emissions. The main sources of emissions would come from lighting, heating, ventilation and air conditioning systems, signalling, mechanical and electrical systems and the use of various appliances. Maintenance The ETTT proposal would generate greenhouse gas emissions during the maintenance of rail infrastructure (such as trackwork). Emission sources would include the combustion of fuel in maintenance plant and equipment, embodied energy in materials and the disposal of waste and associated transport activities. Embodied energy Indirect greenhouse gas emissions would be generated during the of replacement maintenance/replacement of rail infrastructure. However, these emission infrastructure sources are anticipated to form a small portion of the total emissions that would be associated with operation of the ETTT proposal.

The ETTT proposal would contribute to the overall NSFC program benefit of reducing the growth of heavy vehicles on the road by more than 200,000 vehicle trips per year. This would result in an overall reduction in greenhouse gas emissions. This will be confirmed when the full greenhouse gas inventory is conducted during detailed design.

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17.4 Management and mitigation measures

The following management and mitigation measures would be implemented to minimise air quality and greenhouse gas impacts:

17.4.1 Detailed design

The following management and mitigation measures would be implemented during detailed design to minimise greenhouse gas impacts:

 A detailed greenhouse gas assessment, including an inventory of Scope 1, 2 and 3 emissions, would be undertaken during detailed design once more accurate information is available.

17.4.2 Construction

The following management and mitigation measures would be implemented during construction to minimise air quality impacts:

 Limit vehicle movements to designated entries and exits, haulage routes and parking areas. Site exits would be fitted with hardstand material or other appropriate measures to limit the amount of material transported off-site (where required).

 Visually monitor dust and where necessary implement the following measures:

 Apply water to exposed surfaces that are causing dust generation. Surfaces may include unpaved roads, stockpiles, hardstand areas and other exposed surfaces (for example recently graded areas).

 Cover loads on trucks transporting material to and from the construction site. Securely fix tailgates of road transport trucks prior to loading and immediately after unloading.

 Prevent where possible, or remove, mud and dirt being tracked onto sealed road surfaces.

 Limit vehicle speeds along unsealed construction access routes.

 Limit the area and duration of exposed or unconsolidated areas. For example, stage vegetation stripping or grading where possible, cover unconsolidated stockpiles, or apply hydro mulch or other revegetation applicant to stockpiles or surfaces left standing for extended periods.

 Ensure plant and machinery is regularly checked and maintained in a proper and efficient condition.

The following management and mitigation measures would be implemented during construction to minimise greenhouse gas impacts:

 Methods for management of emissions would be incorporated into site inductions, training and pre-start talks.

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 Activities with the potential to cause substantial emissions such as material delivery and loading and bulk earthworks would be identified. Work practices which minimise emissions during these activities would be investigated and applied where reasonable and feasible. These would potentially include:

 use of biodiesel and other low carbon fuels in vehicles and equipment

 use of fuel-efficient construction equipment with the latest technology.

 Procurement of construction services and materials locally to minimise the distance travelled and therefore emissions of vehicles accessing the site.

 During construction planning, ensure that deliveries are managed in an efficient manner to minimise the number of trips required and therefore reduce the amount of emissions.

 Vehicles are to be switched off when not in use to minimise idling.

 Selection of materials during construction planning to ensure products that reduce embodied carbon are considered and used.

17.4.3 Operation

There are no management and mitigation measures proposed to be implemented during operation.

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18. Cumulative benefits and impacts

This section assesses the cumulative impacts of the proposal with other major projects which are occurring in the study area. This section includes an assessment of the cumulative impacts on biodiversity, traffic, noise and vibration, station access, land use and overall community amenity as well as the economic benefits which would accrue from the NSFC Program.

18.1 Approach and methodology

When considered in isolation, the environmental benefits and impacts of an individual project (such as increased infrastructure capacity or reliability, traffic generation, construction noise, biodiversity impacts, etc.) may not be large. However, when combined with the effects of other developments, the resultant cumulative effects may be greater due to the increased extent, magnitude or duration of the impact.

The Director-General’s requirements list a number of projects which must be considered in the cumulative assessment. These projects are similar by virtue of their location or their relationship with the ETTT i.e. as part of the NSFC Program. The cumulative impact assessment considers the potential cumulative effects of the following projects:

 North West Rail Link (NWRL)

 M2 Motorway Upgrade

 NSFC Program.

The key components of these projects were outlined in section 5.8.5. The following sections outline the potential cumulative impacts and benefits based on the impact assessment included in Chapters 7 to 17 of this EIS.

18.2 North West Rail Link

18.2.1 Outline and relationship to the ETTT proposal

The NWRL is a priority railway transport infrastructure project for the Sydney metropolitan area. The NWRL and ETTT proposal alignments would generally overlap in the vicinity of Epping Station. However, at this location, the NWRL would be located underground.

The major NWRL aboveground civil construction works in the vicinity of Epping Station are planned to commence in mid-2013 and be completed in late 2016. Construction-related light and heavy vehicle movements would be associated with spoil and waste removal, material deliveries and the arrival and departure of construction workers.

Two of the NWRL construction sites (and site accesses) would be located in close proximity to some of the ETTT proposal vehicle access routes and construction site accesses. These sites comprise the construction sites for the Epping Services Facility and Cheltenham Services Facility.

The North West Rail Link: Environmental Impact Statement Stage 1 – Major Civil Construction Works (the NWRL EIS) (TfNSW 2012d) was recently exhibited at the time of undertaking this assessment.

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18.2.2 Construction traffic

Epping Services Facility and Decline

The NWRL EIS and Preferred Infrastructure Report (TfNSW 2012e) identified that the Epping Services Facility would be located on the western side of Beecroft Road, about 100 metres north of the Carlingford Road intersection. Major civil construction works at this site are anticipated to occur between 2013 and mid-2016 and would include excavation of a decline tunnel, tunnel preparation, road header launch, tunnel shaft excavation and the removal of spoil. Access to and egress from the Epping Services Facility would be via a left- in left-out arrangement directly from Beecroft Road.

The ETTT proposal would require a construction compound near the former bus flyover to the south of the M2 Motorway, with access to Beecroft Road. This would be located approximately 600 metres to the north of the NWRL Epping Services Facility site, on the opposite side of Beecroft Road. Figure 18.1 shows the respective locations of these two sites.

The daily construction traffic volumes generated by the NWRL is estimated to be about seven heavy vehicle movements and three light vehicle movements in the peak hour. The ETTT proposal would contribute an additional four heavy vehicle movements in the peak hour. This would be a very small increase during peak periods and is not considered to strain the local road network in this location due to its proximity to arterial roads. Therefore, intersection performance would remain largely unaffected.

Cheltenham Services Facility

The NWRL EIS identified that the Cheltenham Services Facility construction site would be located predominantly on the existing netball courts to the west of Cheltenham Oval. Construction works at this site are anticipated to occur between 2014 and mid-2015 and would include tunnel shaft excavation and the removal of spoil.

No construction sites for the ETTT proposal would be close to the Cheltenham Services Facility. However, both projects would use a similar vehicle access route for construction (Beecroft Road and the Beecroft Road/Kirkham Street intersection).

At the Cheltenham Services Facility, the NWRL is estimated to generate approximately six heavy vehicle movements and three light vehicle movements in the peak hour. The ETTT proposal would contribute an additional four heavy vehicle movements in the peak hour to the Beecroft Road/Kirkham Street intersection. The combination of this traffic would result in a small increase in traffic volumes during peak periods. Therefore, intersection performance would remain largely unaffected.

No effect on bus, pedestrian, cyclists or parking facilities are expected as a result of the combination of the ETTT and NWRL projects.

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North West Rail Link above ground impact area (not part of the ETTT proposal) Source ofNWRL worksite:SubmissionsReport:Stage1-MajorCivilConstructionWorks,July2012

ETTT compound N

0 100 m

Existing track Bridge ETTT heavy vehicle access route Figure 18.1 ETTT and North West Rail Link worksites, Proposed third track ETTT impact area NWRL heavy vehicle access route north of Epping RailCorp property NWRL impact area Note: Indicative only, subject to detailed design. ownership boundary Signalling and communications Combined services route infrastructure (pits and buildings) Epping to Thornleigh Third Track Environmental Impact Statement

18.2.3 Construction noise and vibration

It is understood that construction works relating to the NWRL may be undertaken at the same time as those for the ETTT proposal. While the proposed construction works scenarios have not been developed in detail, the location where works for both projects may occur in close proximity is immediately south of the M2 bridge on the western of the rail corridor on either side of Beecroft Road.

Noise impacts assessments have been undertaken for both projects and in each case, the assessments consider worst case impacts in any 15 minute time period.

In practice, the noise levels from construction for both the ETTT and NWRL, will vary due to the fact that plant and equipment will move around the worksites and will not all be operating concurrently. While adjacent receivers may be subject to construction noise impacts from both projects at times, the predicted worst-case 15 minute noise impacts and maximum noise levels are not anticipated to increase as a result of concurrent construction works. Noise levels at the nearest receiver to either the ETTT or the NWRL are likely to be controlled by the nearest works at any one time.

18.2.4 Biodiversity

Table 18.1 indicates the potential cumulative loss of native vegetation and EECs within the Sydney Catchment Management Area (CMA). This includes consideration of NWRL, M2 Motorway Upgrade and NSFC Program proposals (ETTT, Gosford Passing Loops and North Strathfield Rail Underpass). The Hexham Passing Loop project, which is also part of the NSFC Program, is more than 170 kilometres from the ETTT study area and falls within a separate CMA (the Hunter-Central Rivers CMA). Therefore it has not been considered as a cumulative biodiversity impact.

In combination, the above projects would result in the removal of approximately 56.3 ha of native vegetation, comprising approximately 0.1 per cent of the extent of these communities in the Sydney CMA. The NWRL project is responsible for approximately 55 per cent of the overall vegetation loss and comparatively, the ETTT proposal seven per cent.

With respect to the EECs of relevance to the ETTT proposal, 3.3 ha of BGHF and 1.0 ha of STIF is expected to be removed cumulatively as a result of the NWRL and ETTT with the majority of impact associated with the ETTT proposal. This represents 0.5 per cent of the extent of BGHF and 0.1 per cent of the extent of STIF in the Sydney CMA.

TfNSW are committed to developing a robust biodiversity offsets package to compensate for identified residual impacts of the ETTT proposal and in the medium to long term, improve ecological outcomes. Details of the approach to the offset are provided in section 8.3.3.

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Table 18.1 Cumulative potential loss of vegetation

Corresponding Threatened Ecological 4 Extent of Native Vegetation clearing (ha) Cumulative Community (conservation status) Cumulative vegetation vegetation 3 impact within Total (ha) within region community 1 2 region (%) TSC Act EPBC Act ETTT GPL NSRU NWRL M2 Motorway (ha) Swamp Oak Swamp Oak — — 0.2 — — — 0.2 355.0 0.1 Floodplain Floodplain Forest Forest on Coastal Floodplains (Endangered) Swamp Swamp Sclerophyll — — — — — — 0.0 274.0 0.0 Mahogany Forest on Coastal Forest Floodplains (Endangered) Blue Gum - River-flat Eucalypt — — 0.3 — — — 0.3 3,336.0 0.0 Rough Forest on Coastal Barked Floodplains Apple (Endangered) Forest Mangrove — — — — — — — — — Estuarine Complex Cumberland Cumberland Plain Cumberland Plain — — — 25.1 — 25.1 2,360.0 1.1 Plain Woodland (Critically Woodland (Critically Woodland Endangered) Endangered) River-Flat River-flat Eucalypt — — — — 2.3 — 2.3 957.0 0.2 Eucalypt Forest on Coastal Forest Floodplains (Endangered) Blue Gum Blue Gum High Blue Gum High 2.3 — — 1.0 — 3.3 616.0 0.5 High Forest Forest (Critically Forest (Critically Endangered) Endangered) Sydney Sydney Turpentine Sydney Turpentine 0.7 — — 0.3 — 1.0 1,031.0 0.1 Turpentine- Ironbark Forest Ironbark Forest Ironbark (Endangered) (Critically Forest Endangered)

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Corresponding Threatened Ecological 4 Extent of Native Vegetation clearing (ha) Cumulative Community (conservation status) Cumulative vegetation vegetation 3 impact within Total (ha) within region community 1 2 region (%) TSC Act EPBC Act ETTT GPL NSRU NWRL M2 Motorway (ha) Shale/Sand Shale Sandstone Shale Sandstone — — — 0.8 — 0.8 810.0 0.1 stone Transition Forest Transition Forest Transition (Endangered) (Endangered) Forest Coastal- — — 0.2 — — 1.3 — 1.5 949.0 0.2 Shale Sandstone Forest Coastal — — — — — — 0.4 0.4 20,121.0 0.0 Sandstone Ridgetop Woodland Hinterland — — — — — — 17.5 17.5 4,820.0 0.4 Sandstone Gully Forest Sydney — — 0.8 — — 0.1 0.9 4,164.0 0.0 Hinterland Transition Woodland Sandstone — — — — — 3.0 3.0 632.0 0.5 Riparian Scrub Total — — 4.0 0.5 — 30.9 21.0 56.3 40,426.0 0.1 Total area — — 3.0 0.5 — 29.5 — 33.0 9,739.0 0.3 of EEC Source: Table 5.6, Technical Paper 1 - Ecology Notes: 1 Threatened Species Conservation Act 1995. 2 Environmental Protection Biodiversity and Conservation Act 1999; 3 Vegetation extent in the region of the Gosford Passing Loops is based on vegetation mapping of Gosford LGA (Bell 2004). For all other projects as per the Sydney Catchment Management Authority (2009) vegetation mapping. 4 Figures rounded to the nearest 0.1 hectare. Totals have been calculated based on the original non-rounded figures and therefore may not sum correctly. 5 ETTT=Epping to Thornleigh Third Track proposal, GPL=Gosford Passing Loops proposal, NSRU=North Strathfield Rail Underpass proposal, NWRL=North West Rail Link

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18.2.5 Construction impacts on stations and freight/passenger train operations

As outlined in Chapter 5, the ETTT proposal would involve construction works at Epping, Cheltenham, Beecroft and Pennant Hills Stations. The NWRL does not involve any physical aboveground works at these stations. Therefore, cumulative construction impacts to existing station operations are not expected.

Impacts on the operation of the rail corridor would be minimised by the physical separation of construction works from the live rail environment, and by undertaking works during rail closedowns where interactions are necessary. The NWRL and ETTT proposals would take advantage of rail closedown periods already scheduled by RailCorp, although additional closedowns may also be required to expedite construction works. Additional closedowns required for the works would be co-ordinated by TfNSW and RailCorp.

During rail closedowns, rail replacement buses would operate as per standard RailCorp arrangements. The community and rail freight operators would receive advanced notification of any scheduled rail closedowns and alternative travel arrangements that would be in place. Community notifications of scheduled rail closedowns would be managed by RailCorp. 18.2.6 Land use and property

The NWRL will require the acquisition and demolition of a number of residential, commercial and other buildings during major civil construction works (TfNSW 2012e). The NWRL will also result in impacts to community facilities located within the construction footprint. These would include Cheltenham Netball Courts, a childcare facility at Cherrybrook and Arthur Whitling Park.

As described in section 5.6.8 and section 16.2.1, the ETTT proposal would result in the acquisition of some parcels of land located immediately adjacent to the rail corridor. All of these land parcels are owned by public agencies. A commercial lease on land owned by RailCorp would also be terminated as a result of the ETTT proposal.

Overall, the ETTT proposal would not significantly increase cumulative land use and property impacts. 18.2.7 Amenity impacts

Temporary amenity-related impacts (e.g. noise, dust, access, visual) would be expected as a result of the establishment of construction compounds, worksites and access routes for both projects. The amenity-related mitigation and management measures in section 19.2 are generally considered to be adequate to address the potential cumulative impacts on adjacent land uses and receivers. These measures would be reviewed and, where required, further refined during detailed design.

18.3 M2 Motorway Upgrade

18.3.1 Outline and relationship to the ETTT proposal

The M2 Motorway Upgrade commenced in January 2011 and is anticipated to be completed in the first half of 2013. The ETTT proposal would cross the M2 Motorway north of Epping Station via a new bridge to the west of the existing (refer section 5.2.3). M2 Motorway Upgrade works near the study area include the widening of the Norfolk Road tunnel (approximately 250 metres to the east of the proposed overbridge) and works involving the Beecroft Road overbridge (approximately 300 metres to the west).

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18.3.2 Construction traffic

The key component of the ETTT proposal with the potential for interaction with the M2 Motorway Upgrade would be the construction of the new rail bridge to the north of Devlins Creek. Section 11.2.3 details the expected impacts.

As part of ETTT early works, a central bridge pier for the new rail bridge would be constructed in the median of the M2 Motorway concurrent with the upgrade works. This would avoid potential cumulative traffic impacts that would have otherwise occurred if the works were undertaken after completion of the upgrade. While some minor works to extend and complete the central bridge pier are still required and would be undertaken following completion of the M2 Motorway Upgrade, these works would only likely require lane or carriageway closures which will either be conducted at night time or over weekends when traffic volumes are lowest. A construction traffic management plan would be developed for the ETTT proposal (refer section 5.8.1) in consultation with RMS to minimise potential impacts to M2 Motorway users.

Cumulative construction traffic impacts are unlikely to be significant as ETTT construction works would not be undertaken concurrently with the M2 Motorway upgrade works.

18.3.3 Construction noise and vibration

No significant cumulative noise impacts (in terms of maximum noise levels) are expected, as the construction of both projects is not expected to occur simultaneously. However, the overall duration of construction noise on surrounding sensitive receivers would be longer as a result of construction of the ETTT proposal following the M2 Motorway Upgrade. Given the minor nature of the ETTT works near the Motorway, the management measures to be adopted and the noise levels expected relative to traffic, it is not expected that impacts would result.

18.3.4 Biodiversity

As shown in Table 18.1, approximately 21.0 hectares of native vegetation would be affected as a result of the M2 Motorway Upgrade which represents approximately 37 per cent of the total vegetation loss as a result of the identified projects (NWRL, M2 Motorway Upgrade and NSFC Program). None of the species to be cleared are listed as endangered ecological communities and none are the same species as those potentially impacted by the ETTT proposal.

18.4 NSFC Program proposals

18.4.1 Outline and relationship to the ETTT proposal

The Hexham Passing Loop proposal was constructed by ARTC and completed in mid-2012. Construction of the first of the other three NSFC Program proposals is anticipated to commence in early 2013. While the three remaining NSFC Program proposals being managed by TfNSW are located in geographically separate areas, and would therefore not have any direct interfaces with the ETTT, some regional cumulative impacts may potentially arise in relation to issues such as biodiversity, heritage, etc. In addition, the NSFC Program was designed to deliver overall operational improvements to both the passenger and rail freight networks, which is a positive cumulative impact resulting from the proposals.

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Figure 18.2 outlines the indicative development program of the four NSFC Program proposals.

18.4.2 Construction traffic

No cumulative traffic impacts would result from construction of the NSFC Program proposals, as the proposals are not located close to one another and have no direct interfaces.

18.4.3 Construction noise and vibration

No cumulative construction noise impacts would result from construction of the NSFC Program proposals, as the proposals are not located close to one another and have no direct interfaces.

18.4.4 Operational noise and vibration

The operation of the four NSFC Program proposals would result in an increase in the number of freight trains which use the Main North Line between Strathfield and Broadmeadow. Table 5.4 outlines the increased number of both passenger and freight train movements at Beecroft as a result of the ETTT and the other NSFC Program proposals. The assessment of ETTT noise impacts has adopted the 2026 freight train movements as the basis of impact predictions and therefore taken into consideration the cumulative noise impact of all the proposals. Further details of the noise impact predictions are provided in Chapter 9.

The NSFC Program proposals would also potentially result in noise and vibration impacts at properties located adjacent to the Main North Line outside specific areas identified in the impact assessments for each proposal. The NSW Government has committed to a noise abatement program to address existing acute levels of rail noise as well as other measures to manage the future expected increases in noise as a result of the NSFC Program (and other projects). Further details of the strategy are provided in Section 9.4.3.

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18.4.5 Biodiversity

The biodiversity impacts of the ETTT proposal are discussed in Chapter 8. This concludes that the ETTT proposal would result in the loss of 4.0 ha of native vegetation or approximately 7 per cent of the cumulative total outlined in Table 18.1.

Proposed construction works for the North Strathfield Rail Underpass project would not result in the loss of any naturally-occurring vegetation communities or important habitat for threatened biota (Parsons Brinckerhoff 2012).

The Gosford Passing Loops proposal would result in the loss of 0.5 ha of native vegetation listed under the TSC Act which is less than 1 per cent of the total area of native vegetation to be cleared as a result of the identified projects. Both species to be cleared are listed as endangered ecological communities under the TSC Act, however none are the same as those potentially affected by the ETTT Project.

The Hexham Passing Loop project is more than 170 kilometres from the ETTT Study Area and falls within a separate catchment management area, the Hunter-Central Rivers CMA. Therefore it has not been considered in this comparison.

In total, the NSFC Program projects are responsible for approximately 7.9 per cent of the native vegetation clearance from the identified projects.

18.4.6 Construction impacts on stations and freight/passenger train operations

The North Strathfield Rail Underpass would require station works to be undertaken at North Strathfield and Concord West. Access to these stations would be maintained at all times throughout the construction works with the exception of rail closedown periods. Hoardings would be installed as required to separate the public from the construction work.

As outlined in Chapter 5, the ETTT proposal would involve construction works at Epping, Cheltenham, Beecroft and Pennant Hills Stations. Access to these stations would also be maintained at all times during construction.

No cumulative station access impacts would result from construction of the NSFC Program proposals, as the all stations would remain open throughout construction of the proposals with the exception of during rail closedown periods when passengers would not be using the stations.

As outlined in section 5.7.1, the ETTT proposal is likely to require closedown periods additional to those which are scheduled by RailCorp to expedite construction. During rail closedowns, rail replacement buses would operate as per standard RailCorp procedures. The community and rail freight operators would receive advance notification of any scheduled rail closedown and alternative travel arrangements that would be in place. Community and rail freight operator notifications of scheduled rail closedowns would be managed by RailCorp.

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18.4.7 Economic benefits

As outlined in section 1.2, the ETTT proposal forms part of a wider program of proposed works to enhance the capacity and efficiency of the NSFC Program. Section 4.4 outlines the environmental, social and economic benefits that would result from the NSFC Program. These include:

 improved economic output which strengthens the State and National economies

 improved capacity for interstate container freight services on the Main North Line from seven paths per day to 16 per day during the core freight period (4 am to 10 pm)

 reduced operating restrictions for rail freight and improved market competitiveness

 reduced freight transit times and therefore reduced costs

 improved reliability of freight and passenger rail services

 reduced externality costs of the transport industry e.g. greenhouse gases, road congestion

 improved road safety.

Within 15 years, implementation of the NSFC Program is expected to result in:

 removal of more than 200,000 heavy vehicle trips per year

 reduced diesel use by almost 40 million litres per annum

 reduced road maintenance costs and deferral of future capital expenditure.

 reduced greenhouse gas emissions by more than 100,000 tonnes per year.

As discussed in section 4.4.3, an economic appraisal was undertaken for the NSFC Program in accordance with the Australian Transport Council National Guidelines (ATC 2006). The economic appraisal concluded that the BCR was 3.0 including wider economic benefits at a 7 per cent discount rate. A BCR of 3.0 indicates that together, the benefits of these four proposals are expected to outweigh the costs by a ratio of 3.0 to 1. This demonstrates a strong economic justification for the ETTT proposal.

18.5 Management and mitigation measures

The following management and mitigation measures would be implemented to minimise cumulative impacts:

18.5.1 Detailed design

 There are no management and mitigation measures proposed to be implemented during detailed design.

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18.5.2 Construction

 the potential cumulative construction impacts associated with the proposal would be further considered as the detailed design of the proposal is developed. Mitigation measures would be developed and implemented as appropriate during the construction of the proposal. Mitigation measures during construction of the proposal would include, but not be limited to:

 preparation of the following sub-plans as part of the project CEMP to mitigate the following potential impacts:

– traffic management plan

– noise and vibration management plan

– water quality including natural waterways and stormwater run-off

 TfNSW would coordinate activities with the proponents of other major projects in the area to minimise any potential cumulative impacts.

18.5.3 Operation

 There are no management and mitigation measures proposed to be implemented during operation.

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19. Environmental management and mitigation

This section provides an overview of the environmental management framework which is to be implemented for the proposal. This section also provides a compilation of the management and mitigation measures to be implementation during the detailed design, construction and operation phases of the proposal for the issues considered in the EIS.

19.1 Environmental management framework

TfNSW’s ISO 14001 accredited environmental management system elements would be used to manage the ETTT proposal. The management system would provide the framework for implementing the environmental management measures documented in this EIS, as well as any other requirements specified in the conditions of approval, licences or permits.

During operation, environmental issues and impacts would be managed under RailCorp’s existing environmental management system, as well as through any specific management measures relevant to the operation phase identified in section 19.2.

19.1.1 Construction environmental management plan

A Construction Environmental Management Plan (CEMP) would be prepared for the construction phase of the proposal. The CEMP would provide a centralised mechanism through which all potential environmental impacts would be managed. The CEMP would document mechanisms for demonstrating compliance with the commitments made in this EIS, the Submissions Report, as well as any other relevant statutory approvals (e.g. conditions of approval, licences and permits). The CEMP would outline a framework for the management of environmental impacts during construction, including further details on the following:

 traffic, transport and access management

 noise and vibration management

 air quality and dust management (including dust suppression)

 community and stakeholder involvement

 water and soil management

 flora and fauna management

 contingency management

 spoil and waste management, including contamination management

 site compound and ancillary works management.

The CEMP would be prepared by the managing contractor and endorsed by the project Environmental Management Representative (EMR) to the satisfaction of the Director- General of the NSW Department of Planning and Infrastructure (DP&I).

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19.1.2 Compliance monitoring

A compliance tracking program would be developed and implemented by TfNSW to manage the requirements and obligations made in this EIS, conditions of approval, licences and permits. The program would guide the regular review of the compliance status of the project and a program for environmental auditing would be established. Audits would occur routinely during the construction phase; in addition to surveillance by others (refer to section 19.1.3). The program would establish procedures to track compliance and pre-empt problematic issues based on similar past projects.

The Director-General would be notified prior to the commencement of construction and operation of the proposal and the results of any audits would be made available to the Director-General on request.

19.1.3 Independent audit and surveillance

Independent auditing and surveillance of environmental performance would be undertaken by the EMR appointed by TfNSW.

19.1.4 Incident management

Incident management procedures would be developed as part of the CEMP. The procedures would clearly outline the process to be followed in the event of an environmental incident or non-compliance, including (but not limited to) the following:

 classification of the incident (e.g. minor, moderate, serious) based on the severity of the likely impact on the surrounding environment and community

 emergency response procedures

 notification requirements (e.g. TfNSW and/or other regulatory authorities)

 mechanisms for improving environmental controls to reduce the likelihood of a similar incident occurring

 incident reporting and tracking.

19.1.5 Ongoing community consultation and engagement

The community would continue to be consulted throughout the detailed design and construction phases of the proposal. The consultation activities that TfNSW would employ during construction would be documented in a Community and Stakeholder Involvement Plan, which will form part of the CEMP. These are outlined in Chapter 3.

Newsletters and other communication tools would be distributed to keep the community informed of construction progress, activities and impacts. This would especially outline the need to undertake out of hours works and the process for the community to register complaints in relation to the works. A 24-hour toll free complaints and enquiries number would also be established for the duration of construction.

Specific opportunities for ongoing community involvement in the design and mitigation of the proposal include in relation to the Urban Design and Landscape Plan in reference to potential impacts at Cheltenham Station as well as the proposed noise mitigation and management measures.

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19.2 Summary of management and mitigation measures

As a result of the EIS process and based on the technical studies completed, a range of mitigation measures are proposed to reduce the identified environmental and social impact of the proposal. Tables 19.1 to 19.3 provide a summary of the environmental management measures proposed.

The safeguards and management measures listed may be revised in response to submissions received in response to the exhibition of the EIS and/or design changes made subsequent to exhibition.

Following project approval, the conditions of approval would guide the subsequent phases of the proposal. Any consortium or contractor selected to undertake further planning, detailed design, construction and/or operation of the proposal would be required to undertake all works in accordance with the specified environmental management measures and conditions of approval.

19.2.1 Detailed design

Environmental management measures to be implemented during the detailed design phase of the proposal are listed in Table 19.1.

Table 19.1 Detailed design environmental management measures

ID number Environmental management measure Ecology A.1 Opportunities to further reduce the clearing of native vegetation would be investigated during detailed design. A.2 A biodiversity offset strategy would be developed to mitigate the residual impacts of the ETTT proposal. The object of this strategy would be to fulfil the need to improve or maintain biodiversity values, as required under Part 5.1 of the EP&A Act. Design and visual amenity B.1 An urban design and landscape plan would be developed in consultation with RailCorp and Hornsby Shire Council. This plan would include details of the locations of rehabilitation planting to replace vegetation or fencing that previously provided screening to adjacent sensitive visual receivers where possible. B.2 Minimise light spillage through designing the construction and operation lighting to ensure the site is not over-lit and to minimise additional light spillage from the rail corridor into adjacent properties. This includes consideration of the placement and specification of lighting to minimise any potential increase in light pollution. B.3 During the detailed design phase the project team would identify and engage directly affected residents in close proximity to Cheltenham Station. Feedback would be sought from these directly affected residents on design elements including building treatments and landscaping for the proposed Cheltenham Station.

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ID number Environmental management measure Historic heritage C.1 The adoption of architectural finishes consistent with the existing, matching the existing head height with the Beecroft Station pedestrian subway structure, and archival recording of the portion of the subway which is to be upgraded. The Statement of Heritage Impact contained in Technical Paper 5 – Historic heritage would be forwarded to Hornsby Shire Council in accordance with Clause 14 of ISEPP. C.2 Archival recording of the former side platform at Beecroft Station would be undertaken prior to works commencing. C.3 RailCorp would be notified about the proposed impacts to the former side platform at Beecroft Station. C.4 The design for the new bridge crossing Devlins Creek would avoid impacts to the convict-built stone causeway located underneath the former M2 bus ramp. Surface and groundwater D.1 All track drainage would be designed to meet relevant standards and guidelines. This would include designing all drainage to allow for the effects of climate change and storm surcharging as appropriate. D.2 Adequate drainage would be incorporated into the design in locations where cuts are required to manage any groundwater. D.3 Additional investigation/assessment of dewatering requirements would be determined during detailed design. D.4 Where required, water access entitlements, such as groundwater licences, would be obtained for dewatering activities, in accordance with the requirements of the NSW Office of Water’s proposed aquifer interference policy. D.5 Potential impacts to two existing groundwater bores located in the vicinity of the proposal would be further investigated during detailed design. Mitigation measures to minimise these impacts would be also developed as required. Soils and earthworks E.1 Further geotechnical investigations would be undertaken during detailed design to confirm soil and rock properties along the alignment and appropriate design responses E.2 Where required by the Epping to Thornleigh Third Track Phase II Environmental Site Assessment and In-Situ Waste Classification report (Golder Associates 2011c), soil contamination testing would be undertaken to delineate any areas which may pose risks to human health or other aspects of the environment. This would include potential for acid sulphate soils, saline soils, asbestos containing materials as well as other types of contamination. Mitigation measures would then be developed to appropriately manage any contamination or saline soils likely to be encountered. E.3 Undertake a health and safety risk assessment prior to construction. Land use and property F.1 Further investigations into the location of existing utilities and the likely impact to be undertaken. This would include consultation with the asset owners to determine the appropriate measures for relocation. Greenhouse gases G.1 A detailed greenhouse gas assessment, including an inventory of Scope 1, 2 and 3 emissions, would be undertaken once more accurate information is available. Sustainability H.1 A detailed assessment of sustainability initiatives is to be undertaken during detailed design using NSW Sustainable Design Guidelines for Rail version 2.0 (TfNSW 2011b). H.2 Energy efficiency and minimisation measures e.g. water, power, etc. would be incorporated into the above assessment and relevant measures would be included in construction planning.

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19.2.2 Construction

Environmental management measures to be implemented during the construction phase of the proposal are listed in Table 19.2.

Table 19.2 Construction environmental management measures

ID number Environmental management measure General environmental management measures I.1 Construction would be undertaken in accordance with TfNSW’s ISO 14001 accredited environmental management system. I.2 A Construction Environmental Management Plan (CEMP) would be prepared prior to construction, which would outline the construction conditions and temporary environmental protection measures to manage the impact of construction activities. The CEMP would be consistent with the environmental management measures documented in this EIS, conditions of approval and the conditions of any licences or permits issued by government authorities. I.3 The CEMP would identify the auditing and inspection requirements and determine the framework for the management of key environmental issues for construction. To address site specific conditions, the CEMP would delegate particular management measures to be incorporated in discrete Environmental Control Maps. I.4 The location of sensitive areas (e.g. threatened species, endangered ecological communities and heritage items) would be clearly identified on Environmental Control Maps, which would be supplied to construction managers and workers. I.5 All workers would be provided with an environmental induction prior to commencing work on site. This induction would include information on the following: . ecological values of the site . protection measures to be implemented to protect biodiversity (including weed control, erosion and sediment control, and water quality management) and penalties for breaches . noise and vibration management, including good working practices and measures for reducing the source noise levels of construction equipment by construction planning and equipment selection where practicable. Basic training in the recognition of Aboriginal cultural heritage material. This training would include information such as the importance of Aboriginal cultural heritage material and places to the Aboriginal and non-Aboriginal community, as well as the legal implications of removal, disturbance and damage to any Aboriginal cultural heritage material and sites. I.6 A waste management plan would be prepared as part of the CEMP. Construction waste would be managed through the waste hierarchy established under the Waste Avoidance and Recovery Act 2001. All waste requiring off-site disposal would be classified in accordance with the OEH’s (2009a; formerly DECCW) Waste Classification Guidelines prior to disposal. I.7 During construction planning, seek to minimise the use of potable water and to identify any potential alternate water sources, including recycled water. I.8 The CEMP would include measures to manage the potential impacts of construction compound operations. This would include inputs into the traffic management plan to ensure that vehicle movements to and from construction compounds do not impact on surrounding receivers.

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ID number Environmental management measure Stakeholder engagement J.1 A Community and Stakeholder Involvement Plan would be established prior to construction commencing. The Plan would identify: . key stakeholders . methods to inform the community of the progress and performance of the proposal and issues of interest to the community . processes to receive and manage complaints . processes to consult with affected property owners, including property inspections, where appropriate . protocols to notify stakeholders of relevant activities (e.g. Out of hours work and traffic disruptions) and any incidents should they occur e.g. unscheduled service interruptions. J.2 Newsletters and other communication tools would be distributed to keep the community informed of construction progress, activities and impacts. This would especially outline the need to undertake out of hours works and the process for the community to register complaints in relation to the works. J.3 A 24 hour toll free complaints and enquiries number would be established for the duration of construction. Ecology

K.1 All workers would be provided with an environmental induction prior to commencing work on-site. This induction would include information on the ecological values of the site, protection measures to be implemented to protect biodiversity and penalties for breaches. K.2 Disturbance of vegetation would be limited to the minimum amount necessary to construct the ETTT proposal. K.3 The limits of clearing would be clearly demarcated on-site (where appropriate) prior to construction to avoid unnecessary vegetation and habitat removal. This could include the installation of fencing around the construction footprint. K.4 Equipment storage, stockpiling of resources and vehicle access would be restricted to designated areas situated on cleared land, where practicable. K.5 Vehicles and other equipment to be used on site would be cleaned to minimise seeds and plant material entering the site to prevent the introduction of further exotic plant species (including Myrtle Rust). K.6 Any culvert that is proposed to be extended would be checked for roosting bats immediately prior to commencement of the culvert works. Culverts would remain open (on at least one side) at all times to allow any roosting bats to fly in or out of the culvert. K.7 Protocols to prevent the introduction and/or spread of chytrid fungus would be implemented. These protocols would be based on the OEH Hygiene Protocol for the Control of Disease in Frogs (DECCW 2008a). K.8 A trained ecologist would be present during the undertaking of construction activities that are in areas where frogs are likely to occur to enable the capture and relocation of any frogs. Frogs would be moved in a sterile container to the nearest area of similar habitat. Any handling of frogs would be undertaken in accordance with the OEH Hygiene Protocol for the Control of Disease in Frogs (DECCW 2008a). K.9 Riparian and fringing aquatic vegetation would be replanted in disturbed areas immediately after construction to stabilise creek banks. K.10 Riparian vegetation clearance would be avoided (where possible) to protect soils from erosion. If clearance cannot be avoided, the area of vegetation cleared at any one time would be minimised. K.11 Pre-clearing surveys for Epacris purpurascens var. purpurascens would be undertaken prior to construction. Temporary fencing would be established around any identified remaining populations of Epacris purpurascens var. purpurascens prior to construction to avoid accidental impacts to this species.

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ID number Environmental management measure K.12 Pre-clearing surveys would be undertaken by a trained ecologist to mark out the limits of the Critically Endangered vegetation community, Blue Gum High Forest as listed under the EPBC Act. Temporary fencing would be established around the community prior to construction to avoid accidental impacts during construction. K.13 The clearing of mature (native) and hollow-bearing trees would be minimised as far as practicable. K.14 Any hollow-bearing trees to be felled would be marked on site prior to the clearing of vegetation. The removal of hollow-bearing trees would be undertaken in the presence of a qualified ecologist or wildlife specialist experienced in the rescue of fauna, and in accordance with a tree hollow management protocol (to be included in the CEMP). K.15 Dead wood within the impact area would be relocated into areas of native vegetation adjacent to the proposal site to provide habitat for fauna. K.16 Weed control measures would be developed to manage the dispersal and establishment of weeds during the construction phase of the proposal. This would include the management and dispersal of the following weeds that are known to occur within the rail corridor: . exotic perennial grasses, such as Chloris gayana, Eragrostis curvula and Pennisetum clandestinum . the noxious weeds listed in Table 3-11 of Technical Paper 1 - Ecology, in accordance with the Noxious Weeds Act 1993. K.17 Rehabilitation works would be undertaken for any areas that are likely to require revegetation at the completion of construction works. These rehabilitation works would be undertaken by a qualified bushland regeneration contractor (as part of the CEMP) and are to reflect the vegetation mapped within the vicinity. Noise and vibration L.1 The construction noise and vibration management plan would take into consideration measures for reducing the source noise levels of construction equipment by construction planning and equipment selection where practicable. L.2 Mitigation measures documented in the TfNSW Construction Noise Strategy would be adopted, as specified in section 7.2.6 of Technical Paper 2 – Noise and vibration. These measures may include, but not be limited to: . letter box drops and noise monitoring . individual briefings, notifications respite periods, or where highly intrusive noise levels are anticipated alternative accommodation for specific construction activities be considered . use of localised acoustic hoarding around significant noise generating items of plant, where reasonable and feasible . briefing of the work team in order to create awareness of the locality of sensitive receivers and the importance of minimising noise emissions . planning the higher-noise activities and work near residential receivers to be undertaken predominantly during less sensitive periods, where reasonable and feasible . ensuring spoil is placed and not dropped into awaiting trucks . use of less noise-intensive equipment, where reasonable and feasible . non tonal reversing alarms fitted on construction vehicles. L.3 Consultation would be undertaken with Our Lady Help of Christians Primary School, Cheltenham Girls High School, Beecroft Primary School and Arden Anglican School Preschool and Primary Campus prior to noise intensive works to ensure impacts are minimised during examination periods and/or other critical periods in the school calendar (where works are predicted to exceed the relevant construction noise management level for this receiver). Consultation with nearby childcare centres to be undertaken to potentially avoid noisy works during rest periods at the centres.

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ID number Environmental management measure

L.4 Consultation would be undertaken with the following sensitive receivers prior to noise intensive works to ensure impacts are minimised during the most sensitive activities at these receivers (where works are predicted to exceed the relevant construction noise management levels for these receivers): . Beecroft Community Centre . Pennant Hills Library and Community Centre. Design and visual amenity M.1 Avoid unnecessary loss or damage to vegetation within the rail corridor and adjacent road reserve by protecting trees prior to construction and/or trimming vegetation to avoid total removal. This includes vegetation that makes a substantial and positive contribution to landscape character and/or provides screening to adjacent properties. M.2 Undertake rehabilitation planting as early as possible to replace vegetation that provided screening to adjacent sensitive visual receivers. M.3 Minimise light spill from the rail corridor into adjacent visually sensitive properties by directing construction lighting into the construction areas and ensuring the site is not over-lit. This includes the sensitive placement and specification of lighting to minimise any potential increase in light pollution. M.4 Temporary hoardings, barriers, traffic management and signage would be removed when no longer required. M.5 Work/site compounds would be screened, with shade cloth (or similar material) (where necessary) to minimise visual impacts from elevated locations. M.6 Graffiti would be required to be managed by the contractor throughout construction. M.7 New embankments would be landscaped to complement the existing visual character of the study area. M.8 Measures such as the provision of visual screening/retention of existing vegetation would be considered for visually sensitive areas and the restriction of works to the existing rail corridor would be implemented, wherever possible. M.9 Materials and machinery should be stored tidily during the works. Access, traffic and transport N.1 Road occupancy licenses/road opening permits for temporary closure of roads would be obtained, where required. N.2 Traffic management plans would be prepared and provided to the relevant Roads Authority as required. N.3 Heavy vehicles would be restricted to specified routes, with the aim of avoiding local streets, high pedestrian areas and school zones. Where feasible, route markers would be installed for heavy vehicles along designated routes. N.4 Directional signage would be provided at each corridor access point to assist in deliveries to each work site. N.5 Signs would be provided at each access point for pedestrian and cyclist guidance. N.6 Limit off-site construction vehicle parking to designated areas. Areas of temporary on- street parking during peak construction events would be identified in the traffic management plans to minimise the impact on surrounding properties and businesses. N.7 The queuing and idling of construction vehicles in residential streets would be minimised. N.8 An emergency response plan would be developed for construction traffic incidents. N.9 A pre and post construction assessment of road pavement assets would be conducted in areas likely to be used by heavy construction vehicles. N.10 Where required, public communications would be conducted to advise the community and local residents of vehicle movements and anticipated effects on the local road network relating to site works in accordance with the CEMP. N.11 Access to all private properties adjacent to the works would be maintained during construction, unless otherwise agreed with property owners.

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ID number Environmental management measure N.12 During project inductions, all heavy vehicle drivers would be provided with the emergency response plan for construction traffic incidents. N.13 Undertake construction vehicle traffic movements outside of peak road traffic periods and outside of school peak periods where feasible. N.14 Where required, improvements to the existing access tracks within the rail corridor would be provided to facilitate safe construction vehicle access into/out of the construction compounds. N.15 Bus stops, taxi ranks and kiss-and-ride locations affected by construction would be temporarily relocated to nearby convenient locations so that they remain available throughout construction. Agreement of the asset owners and consultation with transport providers would be undertaken. N.16 Local bus operators would be consulted to ensure that the timing of short term road or kerb closures (if required) minimise impacts to bus services. N.17 Coordination of proposal staging, vehicle movement and scheduling, equipment and resourcing, joint use of access points and regular project liaison between the NWRL and ETTT projects. N.18 Affected stakeholders, such as local government authorities, emergency services, local schools, public transport operators, public transport users, road users, local businesses, local employees and residents, would receive advance notification of scheduled construction works to allow for planning of required journeys. N.19 The construction of the ETTT proposal would be undertaken and staged so that it does not affect timetabled passenger and freight operations other than during scheduled track closedowns or and as otherwise agreed with RailCorp and TfNSW. As discussed in Section 5.7.1, additional closedowns may potentially be required. N.20 Construction methods would seek to minimise the number of trucks using the public road network by: . delivering construction materials via rail to the construction sites, where possible and feasible . using the rail corridor, where possible, to move machinery and materials. N.21 Changes to station facilities would be staged and communicated via signage so that new or temporary facilities are commissioned before the old facilities are closed, where possible. N.22 Any loss of designated commuter car parking during construction at Cheltenham and Beecroft Stations would be accommodated on local streets within a 400 metres walking distance of these stations. N.23 Any loss of other parking near construction sites, for example street parking, would be minimised in terms of duration. Consultation with Council to determine any temporary mitigation measures such as replacement timed parking would be carried out. N.24 Any affected bicycle facilities, e.g. lockers, racks hoops/rails, would be reinstated to a location close to the new station entrance in consultation with Hornsby Shire Council. N.25 Appropriate information signage, road and traffic signage, pavement markings and linemarking are to be implemented to advise commuters of the changed designated commuter car parking conditions. N.26 Left-in and left-out only vehicle movements would be provided at construction worksites S1 and S6. Historic heritage O.1 Historic heritage items would be identified on the construction contractor’s environmental control maps. O.2 As much vegetation as possible would be retained between the rail corridor and Beecroft Road/Wongala Crescent. Cleared vegetation would be replanted, where appropriate, as soon as possible after completion of construction. O.3 Vibration monitoring would be undertaken to monitor vibration levels in the vicinity of the Devlins Creek causeway. Where levels are deemed to potentially result in impacts to the causeway, investigation to be undertaken to minimise the vibration levels.

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ID number Environmental management measure O.4 Wherever possible, screening vegetation would be retained or replanted along the southern side of the proposed Cheltenham Station commuter car park to mitigate any impacts to the views and setting of Numbers 50–56 The Crescent. O.5 Should any 'relics' be discovered during works, the NSW Heritage Council would be notified in accordance with Section 146 of the Heritage Act 1977. O.6 If any unanticipated archaeological deposits are identified within the proposal site during construction, work likely to impact on the deposit would cease immediately and the NSW Heritage Council and an archaeologist would be contacted. Where required, further archaeological work and/or consents would be obtained prior to works recommencing at the location. Aboriginal heritage P.1 If Aboriginal objects are located during works, all works must stop in the vicinity of the find, and the NSW Office of Environment and Heritage, Metropolitan Local Aboriginal Land Council, Deerubbin Local Aboriginal Land Council and an archaeologist would be notified. Where required, further archaeological investigations would be undertaken before works recommence. P.2 If the proposal design is changed, and areas not surveyed are to be impacted, further archaeological assessment would be undertaken. Surface and groundwater Q.1 Clean water would be diverted around the work site using drainage and management techniques within Landcom’s (2004) Managing Urban Stormwater: Soils and Construction document. Q.2 Surface water quality would be managed in line with Landcom’s (2004) Managing Urban Stormwater: Soils and Construction document and TfNSW’s Water Discharge and Reuse Guidelines (2012c). Q.3 Procedures to maintain acceptable water quality and for the management of chemicals and hazardous materials (including spill management procedures, use of spill kits and procedures for refuelling and maintaining construction vehicles/equipment) would be implemented during construction. Q.4 No stockpiles of materials or storage of fuels or chemicals would be located within high/medium flood risk areas or adjacent to existing drainage culverts. Q.5 Routine inspections of all construction vehicles and equipment would be undertaken for evidence of fuel/oil leaks. If found, vehicles would be serviced to remove the risk of leaks. Q.6 All fuels, chemicals and hazardous liquids would be stored within bunded area in accordance with Australian standards and EPA Guidelines. Q.7 Emergency spill kits would be kept on-site at all times. All staff would be made aware of the location of the spill kits and be trained in their use. Q.8 Construction plant, vehicles and equipment would be refuelled off-site, or in designated re-fuelling areas located at a minimum distance of 50 metres from drainage lines or waterways. Q.9 Existing RailCorp and Council drainage systems would remain operational throughout the construction of the proposal. Q.10 Groundwater encountered during the construction of the proposal would be managed in accordance with the requirements of the Waste Classification Guidelines (DECCW 2009a) and TfNSW’s Water Discharge and Re-use Guideline (2012c).

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ID number Environmental management measure Soils and earthworks R.1 An erosion and sediment control plan would be prepared in accordance with Volume 2D of Managing Urban Stormwater: Soils and Construction (DECCW 2008b). The erosion and sediment control plans would be established prior to the commencement of construction and be updated as relevant to the changing construction activities. Particular emphasis would be placed on areas identified as high or extremely high erosional hazard. The following measures would be included in the erosion and sediment control plan: . Disturbed surfaces would be stabilised as quickly as practicable after construction. . The amount of material transported from the site to surrounding pavement surfaces (in particularly road surfaces) would be minimised. . Erosion and sediment control measures would be regularly inspected (particularly following rainfall events) to ensure their effectiveness. . Erosion and sediment control measures would be left in place until the works are complete or areas are stabilised. . Temporary and permanent energy dissipation measures would be designed and implemented to protect receiving environments from erosion. . Works would be managed during rainfall (or whilst the ground remains sodden) to minimise vehicle disturbance to the topsoil. . Procedures for handling asbestos contaminated materials, including record keeping, site personnel awareness and waste disposal would be undertaken as necessary in accordance with Workcover requirements. R.2 All spoil would be tested to determine the appropriate waste classification and method of disposal prior to removal from site. Air quality S.1 Limit vehicle movements to designated entries and exits, haulage routes and parking areas. Site exits would be fitted with hardstand material or other appropriate measures to limit the amount of material transported off-site (where required). S.2 Visually monitor dust and where necessary implement the following measures: . Apply water to exposed surfaces that are causing dust generation. Surfaces may include unpaved roads, stockpiles, hardstand areas and other exposed surfaces (for example recently graded areas). . Cover loads on trucks transporting material to and from the construction site. Securely fix tailgates of road transport trucks prior to loading and immediately after unloading. . Prevent where possible, or remove, mud and dirt being tracked onto sealed road surfaces. . Limit vehicle speeds along unsealed construction access routes. . Limit the area and duration of exposed or unconsolidated areas. For example, stage vegetation stripping or grading where possible, cover unconsolidated stockpiles, or apply hydro mulch or other revegetation applicant to stockpiles or surfaces left standing for extended periods. S.3 Ensure plant and machinery is regularly checked and maintained in a proper and efficient condition. Greenhouse gases T.1 Methods for management of emissions would be incorporated into site inductions, training and pre-start talks. T.2 Activities with the potential to cause substantial emissions such as material delivery and loading and bulk earthworks would be identified. Work practices which minimise emissions during these activities would be investigated and applied where reasonable and feasible. These would potentially include: . use of biodiesel and other low carbon fuels in vehicles and equipment. . use of fuel-efficient construction equipment with the latest technology.

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ID number Environmental management measure T.3 Procurement of construction services and materials locally to minimise the distance travelled and therefore emissions of vehicles accessing the site. T.4 During construction planning, ensure that deliveries are managed in an efficient manner to minimise the number of trips required and therefore reduce the amount of emissions. T.5 Vehicles are to be switched off when not in use to minimise idling. T.6 Selection of materials during construction planning to ensure products that reduce embodied carbon are considered and used. Cumulative issues U.1 The potential cumulative construction impacts associated with the proposal would be further considered as the detailed design of the proposal is developed. Mitigation measures would be developed and implemented as appropriate during the construction of the proposal. Mitigation measures during construction of the proposal would include, but not be limited to: . preparation of the following sub-plans as part of the project CEMP to mitigate the following potential impacts:  traffic management plan  noise and vibration management plan  water quality including natural waterways and stormwater run-off. U.2 TfNSW would coordinate activities with the proponents of other major projects in the area to minimise any potential cumulative impacts.

19.2.3 Operation

Environmental management measures to be implemented during the operation of the proposal are listed in Table 19.3.

Table 19.3 Operation environmental management measures

ID number Environmental management measure General V.1 Contingency management would be managed in line with RailCorp’s existing procedures Ecology W.1 Post-construction weed control activities would be undertaken in accordance with RailCorp’s existing weed control protocols. Noise and vibration X.1 Upon completion of detailed design for the ETTT proposal, a further reasonable and feasible review would be undertaken to confirm the final mitigation measures for operational noise and vibration that would be implemented. The review would: . consider any changes to the predicted noise and vibration levels resulting from design refinements . examine all reasonable and feasible noise and vibration mitigation measures consistent with the IGANRIP . identify specific physical and other mitigation measures for controlling noise and vibration at the source and at the receiver (if relevant) including location, type and timing implementation of the proposed operational noise and vibration mitigation measures . seek feedback from directly affected receivers on the final mitigation measures proposed in the review . consider measures identified in the NSW Government’s broader noise mitigation program and the role this would play in mitigation at the project level.

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ID number Environmental management measure X.2 In order to validate the predicted noise levels identified in the noise and vibration assessment, monitoring would be undertaken within three months of commencement of operation. This noise and vibration monitoring would be undertaken to confirm compliance with the predicted noise and vibration levels, or as modified by the reasonable and feasible review. Should the results of monitoring indicate that the predicted noise and vibration levels are exceeded, additional reasonable and feasible mitigation measures would be implemented in consultation with the affected property owners. Surface and groundwater quality Y.1 Operational water quality impacts would be managed in accordance with RailCorp’s existing environmental management and maintenance procedures. Soils and earthworks Z.1 Potential erosion and sedimentation impacts would be managed through the implementation of RailCorp’s operational and management procedures.

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20. Justification and conclusion

This section provides an overview of the need for the proposal and also assesses the proposal against the objects of the EP&A Act and the principles of ecologically sustainable development. It also provides a summary of the impacts which are expected as part of the proposal.

20.1 Overview of proposal need

The ETTT proposal forms part of the Northern Sydney Freight Corridor (NSFC) Program: a program of capacity improvements to relieve critical constraints on the Main North Line between Strathfield and Broadmeadow. Once implemented, these improvements would remove key barriers to the efficient movement of freight between Sydney and Brisbane.

Demand for interstate container freight movement is expected to experience the highest levels of growth of any freight market segment (TfNSW 2012a). Without immediate additional investment, freight capacity in the core period (4am to 10pm) between Sydney and Broadmeadow will be reached by 2015 and the resulting congestion on interstate freight routes will detrimentally affect the State and National economies and lead to a range of other undesirable effects.

A number of plans and strategies have been released by the Australian and NSW governments in recent years to facilitate the expected growth in Sydney and beyond. These include a number of strategies for the movement of freight. These plans all identify the need to separate passenger and freight rail networks and increase the share of freight moved by rail. The ETTT proposal and the NSFC Program would assist in achieving these aims, and would make rail freight more competitive with road transport, particularly the movement of interstate container freight.

The ETTT proposal and the broader NSFC Program would also result in a number of long- lasting environmental benefits, including improved road safety, reduced road maintenance costs, reduced air pollution and reduced greenhouse gas emissions.

20.2 Objects of the EP&A Act

20.2.1 Response to relevant objects

Table 20.1 identifies the objects of the EP&A Act and summarises the response of the ETTT proposal to relevant objects.

Table 20.1 EP&A Act objectives and proposal response

Objective Proposal response To encourage the proper management, The ETTT proposal would be undertaken almost entirely development and conservation of natural within the existing rail corridor, which would maximise and artificial resources, including the management, development and conservation of agricultural land, natural areas, forests, other natural and artificial resources and areas. minerals, water, cities, towns, villages for the purpose of promoting the social and The ETTT proposal would result in medium-term social, economic welfare of the community and a environmental and economic benefits for the NSW and better environment Australian communities.

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Objective Proposal response To encourage the promotion and co- The ETTT proposal meets the aims of a number State ordination of the orderly and economic and national, transport and land use strategies, as it use and development of land would separate freight and passenger movements and assist in improving the capacity and reliability of passenger and freight respectively along the Main North Line. These improvements would help maintain productivity and boost the State and national economies, particularly the east coast states. To encourage the protection, provision Not relevant. and co-ordination of communication and utility services To encourage the provision of land for The ETTT proposal is predominately located within the public purposes existing rail corridor, which is a shared resource where a majority of movements are used for public transport. The proposal would result in increased reliability of public transport (passenger) rail services. To encourage the provision and co- Not relevant. ordination of community services and facilities To encourage the protection of the The EIS and planning approvals process have ensured environment, including the protection and that protection of the environment, in particular conservation of native animals and biodiversity conservation has been a particular focus of plants, including threatened species, the design and environmental impact assessment populations and ecological communities, process. and their habitats To encourage ecologically sustainable Section 6.6 provides an outline of the manner in which development sustainability considerations have been taken into account through the proposal’s design and actions to be taken forward into detailed design and construction phases. Furthermore, the principles of ecologically sustainable development have been considered and implemented as part of the proposal (refer to Table 19.2).

To encourage the provision and Not relevant. maintenance of affordable housing To promote the sharing of responsibility The NSFC Program is being directed by a Program for environmental planning between Control Group comprising RailCorp, the Australian Rail different levels of government in the State Track Corporation (ARTC), Transport for NSW (TfNSW) and the Commonwealth Department of Infrastructure and Transport. Hornsby and Parramatta Shire Councils have also been consulted in relation to the proposal. To provide increased opportunity for The EIS has adhered to all legislative requirements public involvement and participation in including the need to consult with a range of environmental planning and assessment stakeholders and the community. The community would be encouraged to respond during exhibition of the EIS, and would continue to be engaged in the proposal throughout the detailed design and construction phases.

20.3 Principles of ecologically sustainable development

Ecologically sustainable development (ESD) is development that improves the total quality of life, both now and in the future, in a way that maintains the ecological processes on which life depends. The principles of ESD have been an integral consideration for the ETTT proposal throughout its development. This includes the integration of economic, social and environmental considerations in decision-making processes to date.

Details of how the principles of ESD have been incorporated into the proposal are provided in Table 20.2.

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Table 20.2 Incorporation of ESD principles into the proposal

ESD principle Comment

Precautionary principle A precautionary approach has been applied throughout the proposal’s development. A staged environmental risk analysis has been completed, with initial analysis at the commencement of the proposal and review of risks as part of this EIS, including assessment of key issues by technical specialists in these areas. The EIS process has reduced the environmental impact of the proposal and has not identified any threats of serious or irreversible environmental damage. A referral under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) will be submitted to the Australian Government to confirm that biodiversity impacts of the proposal on Commonwealth-listed threatened species are not significant.

Inter-generational equity Issues that have potential long-term implications, such as consumption of non-renewable resources, waste disposal, greenhouse gas emissions, removal of vegetation, land use changes and impacts on visual amenity, have been considered in this EIS and the impacts reduced through design considerations and identification of various mitigation and management measures. When the proposal begins operation, it would deliver inter- generational equity by: . ensuring sufficient capacity is available to meet forecast demand for rail freight movement up to 2028 . enhancing environmental quality by enabling the achievement of a number of environmental benefits, including reduced road congestion, air quality, greenhouse gas emissions and improved energy efficiency over comparable transport modes . providing accessibility improvements at Cheltenham Station. Conservation of biological Extensive efforts have been made to reduce impacts on biodiversity and, specifically, the amount of clearing of native vegetation for the diversity and ecological proposal. Impacts on Commonwealth-listed Blue Gum High Forest integrity between Beecroft and Pennant Hills Station would be avoided during detailed design and construction. However, a number of endangered ecological communities (listed under the Threatened Species Conservation Act 1995 (TSC Act)) would be impacted. The proposal would result in the removal of approximately 4.0 ha of vegetation and a biodiversity offset strategy has been developed to compensate for the residual biodiversity impacts of the proposal.

Improved valuation and pricing An economic assessment of the ETTT proposal (and NSFC Program overall) has been undertaken. This indicates that proposal of environmental resources benefits would substantially outweigh the costs. Specifically, increased separation of rail freight and improved priority on the rail network are expected to lower the cost of rail freight movement and allow growth in market share. Movement of freight by rail would also reduce environmental externalities relative to comparable methods.

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20.4 Benefits of the proposal

The key benefit of the ETTT proposal is that it would allow for the separation of passenger and freight trains along Main North Line corridor. This would relieve one of the most significant constraints to the northbound movement of interstate containers. The ETTT proposal would also result in a number of localised operational and reliability improvements in this steep section of track, as further outlined in section 1.3.

The benefits of the ETTT proposal would be maximised when implemented as part the overall NSFC Program. The key benefit being an improvement in capacity during the core freight period (4am to 10pm) for interstate container freight. This would also flow on to the reliability of passenger services.

These operational benefits then result in a number of wider economic benefits which are outlined in section 4.1.4. The largest component of these economic benefits would be reduced operating costs and therefore increased competitiveness of rail freight compared to road.

20.5 Public interest

20.5.1 Key impacts and significance

The ETTT proposal, if approved, would result in a range of short and medium term impacts and benefits.

The short-term impacts would be largely confined to the proposed 45-month construction period and would include changes/disruption to station buildings/accesses and parking facilities, changes in visual amenity, increased traffic, air quality, and noise and vibration impacts. All these issues are expected to be successfully mitigated through implementation of a suite of standard construction mitigation measures commonly adopted on other similar construction projects. In concert with ongoing community consultation and the management processes and mitigation requirements of the construction environmental management plan (CEMP), it is expected that these issues can be successfully controlled.

Based on predicted construction scenarios, construction noise emissions may result in exceedances of the relevant criteria at some locations. A range of proposal-specific mitigation measures are likely to be needed to reduce the potential impacts to acceptable levels. These would be developed by the appointed construction contractor. Possible measures, including construction respite periods, may also need to be considered where impacts are unable to be avoided. Construction noise monitoring would also be used to identify the levels of noise generated and impacts on sensitive receivers, so that pre-emptive actions can be taken.

Construction would also result in the clearing of approximately 4.0 hectares of native vegetation. This includes up to approximately 2.3 hectares of Blue Gum High Forest and 0.7 hectares of Sydney Turpentine Ironbark Forest listed under the TSC Act. This clearing has been reduced throughout design development, which has successfully avoided potential impacts on species consistent with the EPBC Act-listed community. A biodiversity offset strategy is proposed to ameliorate the residual effects of native vegetation clearing and is being progressed in parallel with this EIS.

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In the medium term, there are predicted to be some increases in operational noise and vibration levels as a result of the proposal. The mitigation strategy for this issue involves both a project and network wide approach. The affected community will be consulted regarding the final project noise mitigation strategy outcomes.

The cumulative benefits of the ETTT proposal are expected to be significant and would include improved capacity and reliability of rail freight movements, timed to meet the forecast increase in economic growth. This would benefit both the NSW and Australian economies due to the importance of the movement of freight on the National Land Transport Network of which the Main North Line is a part. A related benefit would be an increase in reliability of passenger services to the Central Coast and Newcastle.

Improved freight priority on the Sydney rail network would increase the competitiveness of rail freight transport and relieve a key barrier to the efficient movement of freight between Sydney and Brisbane.

The NSFC Program would also result in the removal of more than 200,000 heavy vehicles from the road within 15 years, which in turn, would result in a reduction in the use of about 40 million litres of fuel per annum and the reduction of greenhouse gases by more than 100,000 tonnes.

Cost-benefit analyses of both the ETTT proposal and the NSFC Program have concluded that the benefits substantially outweigh the costs when these wider environmental issues are taken into consideration.

20.5.2 Social issues and concerns

A range of tools and methods have been used to inform stakeholders and the community about the proposal.

The most important issues of concern for the community raised through pre-consultation activities are:

 Operational noise associated with the proposal, specifically the potential increase in operational noise as a result of the proposal.

 Existing levels of rail noise experienced by residents as a result of the operation of freight trains (although existing impacts are not part of the project noise assessment).

 Alternatives to the ETTT proposal, including the implementation of a possible western Sydney bypass, options involving tunnelling and electrification of locomotives.

 Urban design, including feedback on the proposed Cheltenham Station design, car park upgrades and possible noise walls.

 Additional design elements, including consideration of provided increased car parking spaces and installation of lifts at Beecroft Station.

A social assessment was completed for the proposal and concluded that on balance, the proposal was likely to result in a slightly adverse outcome for local residents assuming the proposed mitigation, and including effective mitigation of operational noise is implemented. In contrast, the majority of proposal benefits are expected to be experienced by a much larger number of people living outside the study area, including all consumers of goods and services locally, regionally and interstate as well as passengers of the CityRail network.

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20.6 Conclusion

This EIS has been prepared in accordance with Part 5.1 of the EP&A Act and other relevant legislation. In particular, it addresses the requirements of the Director-General of the NSW Department of Planning and Infrastructure and the outcomes of an environmental risk assessment. The EIS also includes consideration of issues raised by the community and stakeholders during development of the proposal and preparation of the EIS.

The ETTT proposal is necessary to meet a forecast shortfall in interstate container rail freight capacity that would otherwise occur from 2015. The Main North Line is a critical element of the east coast interstate rail network and part of the National Land Transport Network linking Melbourne, Sydney and Brisbane. It is also a key component of the NSFC Program which, if implemented, would result in the realisation of important environmental benefits and maximise government return investment in other freight infrastructure on the north coast.

The approach for mitigation and management of the potential adverse impacts of the proposal is outlined in section 19.2 of the EIS. These would be incorporated into the CEMP and subsequently if necessary, RailCorp’s environmental management system.

Provided the measures and commitments specified in this EIS are applied and effectively implemented during the design, construction and operational phases, the identified environmental impacts are considered to be manageable.

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21. References

AECOM 2010, M2 Upgrade Project – Preliminary Aboriginal Heritage Assessment. Report to Leighton Contractors.

Australian Greenhouse Office (AGO) 2006. Australian Greenhouse Office Factors and Methods Workbook.

ANZEC 1990. Technical Basis for Guidelines to Minimise Annoyance Due to Blasting Overpressure and Ground Vibration.

Australian Rail Track Corporation (ARTC) 2008, 2008-2024 Interstate and Hunter Valley Rail Infrastructure Strategy.

Australian Transport Council (ATC) 2006, National Guidelines for Transport System Management in Australia. December 2006.

Austroads 2010, Guide to Road Design – Part 4A: Unsignalised and Signalised Intersections.

British Standards Institution 1993. BS 7385:2 Evaluation and measurement for vibration in buildings Part 2: Guide to damage levels from ground-borne vibration.

Chapman, G.A., and Murphy, C.L. 1989, 'Soil Landscapes of the Sydney 1:100 000 Sheet', Soil Conservation Service of NSW.

Commonwealth of Australia 2007, Sydney – Brisbane Corridor Strategy: Building Our National Transport Future, June 2007.

Corkill, T. 1995, Aboriginal archaeology of M2 Motorway – test excavation and significance assessment of rock shelter PAD X/CF 6, Darling Mills State Forest, Carlingford, NSW. Report to Roads and Traffic Authority.

CSIRO 2003. National Atlas of Australian Acid Sulphate Soils.

Department of Climate Change and Energy Efficiency 2012, Australian National Greenhouse Accounts: National Greenhouse Accounts Factors.

Department of Climate Change and Energy Efficiency 2012. State and Territory Greenhouse Gas Inventories 2009/10.

Department of Environment and Climate Change (DECC) 2007, Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects.

Department of Environment and Climate Change (DECC) 2008, Principles for the use of biodiversity offsets in NSW, .

Department of Environment and Climate Change, 2009a, Threatened Species survey and assessment guidelines: field survey and methods for fauna- Amphibians.

Department of Environment and Climate Change (DECC) 2009b, Interim Construction Noise Guideline.

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Department of Environment and Conservation (DEC) 2004. Threatened Biodiversity Survey and Assessment: Guidelines for Developments and Activities (Working Draft).

Department of Environment and Conservation (DEC) 2005a. Draft Guidelines for Threatened Species Assessment for Threatened Species under Part 3A of the EP&A Act.

Department of Environment and Conservation (DEC) 2005b. Approved Methods for the Modelling and Assessment of Air Pollutants in New South Wales.

Department of Environment and Conservation (DEC) 2005c. Threatened species assessment guidelines: The assessment of significance.

Department of Environment and Conservation (DEC) 2005d. Draft Guidelines for Aboriginal Cultural Heritage Impact Assessment and Community Consultation.

Department of Environment and Conservation (DEC) 2006, Assessing Vibration – A technical guideline.

Department of Environment, Climate Change and Water (DECCW) 2008a, Hygiene Protocol for the Control of Disease in Frogs.

Department of Environment, Climate Change and Water (DECCW) 2008b, Managing Urban Stormwater: Soils and Construction, Volume 2.

Department of Environment Climate Change and Water (DECCW) 2009a, NSW DECCW Waste Classification Guidelines: Part 1 Classifying Wastes.

Department of Environment, Climate Change and Water (DECCW) 2009b. The native vegetation of the Sydney Metropolitan Catchment Management Authority Area. Department of Environment and Climate Change, Hurstville, NSW.

Department of Environment Climate Change and Water (DECCW) 2010a, Aboriginal cultural heritage consultation requirements for proponents 2010. April 2010.

Department of Environment Climate Change and Water (DECCW) 2010b, Code of Practice for Archaeological Investigation of Aboriginal Objects in NSW. September 2010.

Department of Environment Climate Change and Water (DECCW) 2010c, Due Diligence Code of Practice for the Protection of Aboriginal Objects in NSW, September 2010.

Department of Environmental, Climate Change and Water (DECCW) 2011. NSW Road Noise Policy. March 2011

Department of Environment, Water, Heritage and the Arts (DEWHA) 2009. Significant Impact Guidelines.

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Appendix A

Declaration in accordance with Part 3 Clause 6 of the EP&A Regulation 2000

Declaration in accordance with Schedule 2, Part 3 of the Environmental Planning and Assessment Regulation 2000

Submission of Environmental Impact Statement Prepared under Part 5.1 of the Environmental Planning and Assessment Act Environmental Impact Statement prepared by: Name: Alex McDonald on behalf of Parsons Greg Marshall on behalf of GHD Pty Ltd Brinckerhoff Australia Pty Ltd Qualifications: BSc (Environmental Biology) BE (Civil) Address: Level 27, Ernst & Young Centre Level 15, 680 George Street 133 Castlereagh Street Sydney NSW 2000 Sydney NSW 2000 In respect of: Epping to Thornleigh Third Track Environmental Impact Statement Applicant name: Transport for NSW Applicant Level 5, Tower A, Zenith Centre address: 821 Pacific Highway Chatswood NSW 2067 Proposed Construction of an additional track and associated infrastructure works generally on the development: western side of the existing Main North Line between Epping and Thornleigh Stations. The project also involves modifications at four existing stations (Epping, Cheltenham, Beecroft and Pennant Hills) and the construction of a new rail bridge over the M2 Motorway. Land to be Generally within the existing rail corridor on the Main North Line and adjacent land owned by developed: public agencies. Environmental An Environmental Impact Statement is attached that assesses all maters specified in the Impact Director-General’s requirements, dated 15 March 2012, in accordance with Part 5.1 of the Statement: Environmental Planning and Assessment Act 1979 and other relevant legislation. Declaration: I certify that I have prepared the contents of the Environmental Impact Statement in accordance with Schedule 2 of the Environmental Planning and Assessment Regulation 2000 and the Director-General’s requirements, dated 15 March 2012, and that, to the best of my knowledge, the information contained in the Environmental Impact Statement is not false or misleading. Signature:

Name: Alex McDonald Greg Marshall Date: 13 September 2012 13 September 2012

Appendix B

Checklist of Director-General’s Requirements

Requirement Where addressed in the EIS General requirements The Environmental Impact Statement (EIS) must be prepared in accordance with and meet the minimum requirements of ─ Part 3 of Schedule 2 of the Environmental Planning and Assessment Regulation 2000 (the Regulation), and include the following: 1. The information required by Clause 6 of Schedule 2 of the Regulation Appendix A 2. The content listed in Clause 7 of Schedule 2 of the Regulation, including but not limited to: ─ . a summary of the environmental impact statement A summary of the EIS is included in the executive summary of the document . a statement of the objectives of the project, including a description of the strategic need and justification of the Section 1.2 and Chapter 4 project, and objectives of the relevant Commonwealth, State and Regional strategic planning and transport policies, including NSW 2021, Metropolitan Plan for Sydney 2036, and the North Subregional Strategy . a description of the project's relationship and/or interaction, including potential cumulative impacts associated Section 5.8, Chapter 18, Technical with the construction stages of the proposed North West Rail Link project (particularly at Epping), the M2 Papers 1 (ecology), Technical Paper 2 Motorway Upgrade, and the adjoining Northern Sydney Freight Corridor projects (noise and vibration) and Technical Paper 4 (access, traffic and transport) . an analysis of feasible alternatives to the carrying out of the project and project justification, including an analysis Chapter 4 and Chapter 20 of alternatives/options considered, having regard to the project objectives (including an assessment of the environmental costs and benefits of the project relative to alternatives and the consequences of not carrying out the project), and whether or not the project is in the public interest . an analysis of the project, including an assessment, with particular focus on the requirements of the listed key Chapter 7 issues, in accordance with clause 7(1)(d) of Schedule 2 of the Regulation (where relevant) . an identification of how relevant planning, land use and development matters (including relevant strategic and Chapter 2 statutory matters) have been considered in the impact assessment (direct, indirect and cumulative impacts) and/or in developing management mitigation measures . a compilation of measures proposed to mitigate any adverse affects of the project on the environment Chapter 19 and Technical Papers 1 to 7 . justification for the preferred project taking into consideration the objects of the Environmental Planning & Chapter 20 Assessment Act 1979 . detail how the principles of ecologically sustainable development will be incorporated in the design, construction Sections 6.3 and 19.2.2 and Table 20.2 and ongoing operation phases of the project.

Requirement Where addressed in the EIS Key issues Ecology – including, but not limited to: . a detailed biodiversity assessment of flora, fauna, habitat, and wildlife corridors (including rare, threatened and Chapter 8 and Technical Paper 1 endangered species, populations, ecological communities, and conservation works) (ecology) . flora and fauna surveys including targeted surveys of potentially occurring threatened species, in accordance with Chapter 8 and Technical Paper 1 relevant guidelines (ecology) . vegetation clearing (and resultant foraging, roosting, habitat loss, fragmentation, connectivity, weed and edge effects) Section 8.3 and Technical Paper 1 and operational impacts (such as increase in rail movements) (ecology) . a strategy to offset ecological impacts and native vegetation clearance, consistent with the ‘improve and maintain’ Section 8.4 and Technical Paper 1 principle, taking into account the OEH BioBanking Assessment Methodology or an offset strategy which meet's (ecology) OEH's Principles for the Use of Biodiversity Offsets in NSW . taking into account the Draft Guidelines for Threatened Species Assessment (DEC and DPl, 2005), Threatened Section 8.3 and Technical Paper 1 Biodiversity Survey and Assessment: Guidelines for Developments and Activities (DEC, 2004), and Threatened (ecology) Species Survey and Assessment Guidelines: Field Survey Methods for Fauna - Amphibians (DECCW, 2009). Noise and vibration – including, but not limited to: . noise and vibration impacts from construction activities and sources on and off site Section 9.3.1 and Technical Paper 2 (noise and vibration) . the nature and sensitivity of, and impact to, potentially affected receivers and structures (including heritage items) Chapter 9 and Technical Paper 2 (noise and vibration) . a strategy for managing construction noise and vibration and out of hours activities, with a particular focus placed on Section 5.7.3 and Chapter 9 and those activities identified as having the greatest potential for adverse noise or vibration impacts, and a broader, more Technical Paper 2 (noise and vibration) generic approach developed for lower-risk activities . noise and vibration impacts along the corridor associated with changed rail operations, including identification of Section 9.3.2 and Technical Paper 2 areas proposed to be utilised for 'parking' freight trains during interaction with passenger services, and assessment of (noise and vibration) the potential noise impacts on sensitive receivers from idling freight trains . assessment of all reasonable and feasible options to mitigate the impacts of operational rail noise, with particular Chapter 9 and Technical Paper 2 (noise focus on source control and vibration) . taking into account the lnterim Construction Noise Guidelines (DECC, 2009), lnterim Guideline for the Assessment of Chapter 9 and Technical Paper 2 (noise Noise from Rail lnfrastructure Projects (DECC,2007), and Assessing Vibration: a Technical Guideline (DEC, 2006). and vibration)

Requirement Where addressed in the EIS Design and visual amenity – including, but not limited to: . identification and evaluation of the visual impacts of the project on surrounding areas, including privacy and amenity Chapter 10 and Technical Paper 3 impacts from the rail corridor (design and visual amenity) . consideration of rail infrastructure, corridor landscaping, and their relationship to surrounding land uses. Chapter 10 and Technical Paper 3 (design and visual amenity) Access, traffic and transport – including, but not limited to: . access to the site and associated property severance and access restrictions, including access across the project at Sections 5.7.4 and 11.3 and Figure 11.2 key crossing points for all relevant transport modes . preparation of a Traffic and Parking Study, taking into account the Guide to Traffic Generating Developments (RTA, Chapter 11 and Technical Paper 4 2002), including construction and operational traffic impacts to the local and regional road network (access, traffic and transport) . impacts on parking and access to the M2 Motorway Section 11.3 and Technical Paper 4 (access, traffic and transport) . impacts to freight and passenger rail services and operation of stations, including impacts on commuter parking Sections 11.3 and 11.4, and Technical Paper 4 (access, traffic and transport) . construction impacts on the operational efficiency of the M2, including the planned timing of works and the methods Section 5.8, Chapters 11 and 18, and to be used, to mitigate or limit this impact on road users Technical Paper 4 (access, traffic and transport) . a strategy for managing traffic impacts, including bus services and pedestrian and cycle access, with a particular Section 5.8, Chapters 11 and 18 and focus placed on those activities identified as having the greatest potential for adverse traffic flow, access or safety Technical Paper 4 (access, traffic and implications, and a broader, more generic approach developed for day-to-day traffic management. transport) Heritage – including, but not limited to: . impacts to Aboriginal heritage (including cultural and archaeological significance), in particular impacts to Aboriginal Chapter 13 and Technical Paper 5 heritage sites identified within or near the project. Where impacts are identified, the assessment shall: (Aboriginal heritage)

 outline the proposed mitigation and management measures (including measures to avoid significant impacts and Chapter 13, Chapter 18 and Technical an evaluation of the effectiveness of the measures), demonstrate effective consultation with Aboriginal Paper 5 (Aboriginal heritage) communities in determining and assessing impacts and developing and selecting options and mitigation measures (including the final proposed measures)

 demonstration that an appropriate archaeological assessment methodology, including research design, (where Section 13.1 and Technical Paper 5 relevant) has been undertaken, including results (Aboriginal heritage)  take into account the Draft Guidelines for Aboriginal Cultural Heritage lmpact Assessment and Community Section 13.1 and Technical Paper 5 Consultation (Department of Environment and Conservation, 2005) and be undertaken by a suitably qualified (Aboriginal heritage) heritage consultant. Requirement Where addressed in the EIS . impacts to historic heritage (including archaeology, heritage items conservation areas and natural areas). Where Chapter 12 and Technical Paper 4 impacts to State or locally significant historic heritage items are identified, the assessment shall: (historic heritage)

 outline the proposed mitigation and management measures (including measures to avoid significant impacts and Chapter 19 and Technical Paper 4 an evaluation of the effectiveness of the mitigation measures) (historic heritage)

 include a statement of heritage impact for heritage items (including significance assessment) Technical Paper 4 (historic heritage)

 demonstrate that an appropriate archaeological assessment methodology, including research design, (where Technical Paper 4 (historic heritage) relevant) has been undertaken, including results

 take into account the guidelines in the NSW Heritage Manual (1996) and be undertaken by a suitably qualified Technical Paper 4 (historic heritage) heritage consultant. Soils and water – including, but not limited to: . geological and soil characteristics (physical and chemical) that may impact on land stability and geological integrity Section 15.1 and15.2 . quantification of bulk earthworks and spoil balance and the management and disposal of excess spoil and waste Section 15.2 . surface water and stormwater management, including consideration of water quality and local receiving environments Chapter 14 . land contamination and identification of the need for management or remediation of contaminated land, having Section 15.3 and 15.4 regard to the ecological and human health risks posed by the contamination in the context of past, existing and future land uses. Where remediation of contaminated land is required, presentation of a remediation strategy taking into account relevant OEH (EPA) guidelines and in accordance with the Contaminated Land Management Act 1997 . a strategy for managing earthworks with a particular focus on those works that have the greatest potential to disturb Section 15.2 soils that are contaminated, or have a high erosion and run off hazard . taking into account the Waste Classification Guidelines (DECCW 2009). Section 5.8.2 and Section 15.3 General construction impacts – including, but not limited to: . construction facilities including site compounds and ancillary construction locations, with consideration given to the Section 5.7 identification and assessment of both primary and secondary site compounds and facilities on the receiving environment . a strategy for managing site compounds, with a particular focus placed on primary site compounds, and a broader, Section 5.7 more generic approach developed for lower-risk activities.

Requirement Where addressed in the EIS Air quality – including, but not limited to: . air pollutants, including an assessment of atmospheric pollutants of concern for local and regional air quality, for both Chapter 17 and Technical Paper 7 (air construction and operation of the project quality) . a Scope 1 greenhouse gas assessment (as defined by the Greenhouse Gas Protocol) Section 17.3 . taking into account the Australian Greenhouse Office Factors and Methods Workbook (AGO, 2006), and the Chapter 17 and Technical Paper 7 (air Approved Methods for the Modelling and Assessment of Air pollutants in NSW (DEC, 2005), and the National quality) Environment Protection Measures for Ambient Air Quality (NEPM). Environmental risk analysis Notwithstanding the above key assessment requirements, the EIS must include an environmental risk analysis to identify Chapter 7 potential environmental impacts associated with the project (construction and operation), proposed mitigation measures and potentially significant residual environmental impacts after the application of proposed mitigation measures. Where additional key environmental impacts are identified through this environmental risk analysis, an appropriately detailed impact assessment of this additional key environmental impact must be included in the ElS. Consultation During the preparation of the ElS, you should undertake an appropriate and justified level of consultation with relevant The required level of consultation has parties, including (but not limited to): been undertaken in accordance with the . local, State or Commonwealth government authorities, including the: Director-General’s requirements, as documented in Chapter 3.  Department of Planning and lnfrastructure;  Office of Environment and Heritage (Heritage Branch);  Environmental Protection Agency;  Department of Trade and lnvestment;  Hornsby Shire Council; and  Parramatta City Council. . service and infrastructure providers such as:  Roads and Maritime Services; and  RailCorp. . specialist interest groups, including Local Aboriginal Land Councils; and . the public, including community groups and adjoining and affected landowners. The EIS must describe the consultation process and the issues raised, and identify where the design of the development Chapter 3 and 6 has been amended in response to these issues. Where amendments have not been made to address an issue, a short explanation should be provided.

Appendix C

Checklist of NES matters

Table C.1 provides a checklist of matters of national environmental significance to be considered under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act).

Table C.1 Checklist of EPBC Act matters

Environment Protection and Biodiversity Conservation Act 1999 matter Impact a Any impact on a World Heritage property? Nil One listed world heritage property (Old Government House and Domain, Parramatta) is located within the locality (i.e. 10 kilometres) of the ETTT Project. The project is unlikely to impact upon this world heritage property as it is located approximately 6 kilometres to the south west of the study area. b Any impact on National Heritage Places? Nil The following three national heritage properties are located within the locality (i.e. 10 kilometres) of the ETTT Project: . Old Government House and Domain . Ku-ring-gai National Park . Lion, Long and Spectacle Island Nature Reserves. One nominated national heritage property (Parramatta Female Factory Precinct) is also located within 10 kilometres of the project. The ETTT Project is unlikely to impact on any of these national heritage properties as they are all located greater than 5 kilometres from the project site. c Any impact on wetlands of international importance (declared Ramsar wetlands)? Nil There are no wetlands of international importance in the vicinity of the project. d Any impact on Commonwealth listed threatened species and ecological communities? Minor The construction of the ETTT Project would result in the clearing of 5.5 hectares of foraging habitat negative for the Grey-headed Flying-fox (listed as Vulnerable under the EPBC Act) and the Swift Parrot (listed as Endangered under the EPBC Act). Significance assessments for these species have been prepared and are included in Appendix G of Technical Paper 1. The significance assessments concluded that the ETTT Project is unlikely to significantly affect the Grey-headed Flying-fox or the Swift Parrot. No threatened ecological community listed under the EPBC Act would be cleared as a result of the project. e Any impact on Commonwealth listed migratory species? Nil Four EPBC Act listed migratory species are considered to have a moderate likelihood of occurring within the study area. These comprise the Rainbow Bee-eater (Merops ornatus), Black-faced Monarch (Monarcha melanopsis), Satin Flycatcher (Myiagra cyanoleuca) and Rufous Fantail (Rhipidura rufifrons). The study area is not considered important habitat for any of these species, according to the significant impact criteria for migratory species (Department of the Environment Water Heritage and the Arts 2009), as potential habitat in the study area: . would not support an ecologically significant proportion of the population of the species . is not of critical importance to the species at particular life-cycle stages . is not at the limit of the species range . is not within an area where these species are declining Therefore, the project is unlikely to significantly affect the above migratory species. f Any impact on a Commonwealth marine area? Nil The project is not located in the vicinity of a Commonwealth marine area. h Any impact on Commonwealth land? Nil The ETTT Project would not affect Commonwealth land. i Any impact on the Great Barrier Reef Marine Park? Nil The project is not located in the vicinity of the Great Barrier Reef Marine Park. j Does any part of the proposal involve a nuclear action? Nil No nuclear actions are proposed as part of the ETTT Project. k Is the proposed action to be taken by the Commonwealth or a Commonwealth agency? Nil The project would not be undertaken by the Commonwealth or a Commonwealth agency.

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