Echuca-Moama Bridge Environment Effects Statement Summary Brochure

August 2015

vicroads.vic.gov.au

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Introduction This Environment Effects Statement (EES) relates to Roads and Maritime Services is a NSW department the Echuca-Moama Bridge Project (the Project) for responsible for building and management of road the construction of a new road alignment and infrastructure and the day-to-day compliance for bridges over the Campaspe and Murray rivers. The road and waterway safety. Within NSW, assessment preferred alignment lies between the intersection of of the Project is prescribed by the New South Wales the Murray Valley Highway and Warren Street in Environmental Planning and Assessment Act 1979 Echuca (Victoria), through to the intersection of (NSW) and the Environmental Planning and Perricoota Road and the Cobb Highway in Moama Assessment Regulations. (New South Wales). VicRoads and Roads and Maritime Services have VicRoads has been considering options for a second previously worked together on a number of cross crossing of the Murray River since 1965. As part of border projects that require combined approvals previous assessments, VicRoads in conjunction with processes. Both VicRoads and Roads and Maritime its New South Wales counterpart has considered a Services have developed robust approaches to number of corridor options and undertaken detailed managing health and safety. Both organisations planning and environmental assessments. work together to define the scope of projects and in doing so have regard to environmental The purpose of the EES is to provide stakeholders considerations and legislative requirements. and decision-makers with a clear description of the proposed Project, relevant alternatives and assessment of the potential environmental, social Project rationale and economic effects and benefits. The EES process Echuca and Moama operate as a combined informs the various statutory approvals required for community and are currently linked by a heritage- the Project and invites comment on outcomes of the listed bridge across the Murray River with a single assessments undertaken. Relevant decision-makers carriageway in either direction. Reliance on the need to have regard to the Victorian Minister for existing bridge as the only accessible river crossing Planning’s Assessment of the Project and its effects, can result in traffic gridlock and restricts higher which will be provided at the conclusion of the EES efficiency and over-dimensional vehicles, thus process. having impacts both on productivity and economic This summary document provides an overview of the activity within the region. Project, the assessment and approvals framework, The Project would result in: predicted environmental effects and management measures that are recommended. Details about  Reduced travel time for commercial vehicles and where to view the EES, how to obtain copies and removal of restrictions for Higher Mass Limit and make a submission are also provided in the last two oversized commercial vehicles pages of this executive summary.  Improved access for emergency vehicles and the provision of a second flood evacuation route Project proponents  A reduction in the number of heavy vehicles in Roads Corporation (trading as VicRoads) and New the Echuca and Moama shopping centres, South Wales Roads and Maritime Services (Roads thereby improving the amenity of the retail area, and Maritime Services) are co-proponents for the which is beneficial to traders, shoppers and other Project. VicRoads is responsible for the preparation users of the centre of this EES and undertaking the planning approvals within Victoria. VicRoads is also preparing the  Improved amenity of the Port of Echuca Heritage Preliminary Documentation for the Commonwealth Precinct, which would be beneficial to visitors approval on a Matter of National Environmental and tourism operators Significance consistent with the requirements of the  Reduced travel time for tourists and residents, Environment Protection and Biodiversity especially during peak seasons and major events Conservation Act 1999 (Cwlth.) VicRoads is working closely with Roads and Maritime Services to obtain  Reduced risk to the ongoing operations of approval for the NSW component of the Project. business/industry with an alternate river crossing available in the event of the existing VicRoads is a statutory authority whose crossing being inaccessible. responsibilities are outlined in the Transport Integration Act 2010 (Vic.). It is one of several The full rationale for the Project is set out in Chapter Victorian Government agencies that help the 2 of the EES. Government achieve its integrated transport policy objectives. VicRoads also administers a number of other Acts and Regulations including the Road Management Act 2004 (Vic.) and the Road Safety Act 1986 (Vic.). The VicRoads Chief Executive is accountable to the Minister for Roads, reporting through the Secretary of the Department of Economic Development, Jobs, Transport and Resources.

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Alignment options Description of the potential alignments

As noted previously, various studies have considered Mid-West Option a range of potential alignments for a second crossing of the Murray River at Echuca-Moama. The Mid-West Option heads in a north-easterly direction along Warren Street from its intersection Between 2011 and 2013, four options in the Mid- with the Murray Valley Highway. It then turns north- West 2 corridor were considered as part of the westerly off Warren Street, between Payne Street planning investigations: and Campaspe Esplanade, crossing the Campaspe  Mid-West 2A River and Crofton Street. The Mid-West Option traverses the south-eastern section of the sand hill  Mid-West 2B at the rear of the former Echuca Secondary College  Mid-West 2C site and the western end of the Echuca Lawn Tennis Club courts, then passes to the north of the Echuca  Mid-West 2D. Holiday Park and Victoria Park boat ramp before Following the investigations into these four options, crossing the Murray River. The option then turns the Mid-West 2A and Mid-West 2B options were northwards in alignment with Forbes Street/Cobb identified as options that would be considered by Highway and intersects with Meninya Street and further planning assessment, and options Mid-West Perricoota Road. 2C and Mid-West 2D would not be considered further. Mid-West 2A (MW2A) Following the detailed planning and environmental MW2A heads in a northerly direction on a new assessments of the Mid-West 2 corridor an EES alignment from the intersection of the Murray Valley referral was made to proceed with either Option 2A Highway and Warren Street before turning north- or 2B in the Mid-West 2 corridor. easterly and passing to the north of the Echuca Cemetery and crossing the Campaspe River. MW2A In June 2013 the Minister for Planning determined traverses the northern section of the sand hill at the an EES was required to assess the potential effects rear of the former Echuca Secondary College site of Options 2A and 2B together with investigation of and passes to the north of the Echuca Holiday Park a nearby alternative alignment in the Mid-West and Victoria Park boat ramp before crossing the corridor. Murray River. MW2A then turns northwards in Subsequently, it was decided to focus on three alignment with Forbes Street/Cobb Highway and potential alignments within the Mid-West and Mid- intersects with Meninya Street and Perricoota Road. West 2 corridors. These are described below and shown in Figure 1. Mid-West 2B (MW2B) MW2B heads in a northerly direction on a new alignment from the intersection of the Murray Valley Highway and Warren Street before turning north- easterly and passing to the north of the Echuca Cemetery and crossing the Campaspe River. MW2B traverses the south-eastern section of the sand hill at the rear of the former Echuca Secondary College site and western end of the Echuca Lawn Tennis Club courts, then passes to the north of the Echuca Holiday Park and Victoria Park boat ramp before crossing the Murray River. MW2B then turns northwards in alignment with Forbes Street/Cobb Highway and intersects with Meninya Street and Perricoota Road.

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Figure 1 Echuca-Moama Bridge Project options

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Options assessment and selection process Biodiversity A preliminary review of these three options was then All three alignments would result in impacts on undertaken based on investigations undertaken biodiversity. between 2009 and 2013. The preliminary review The Mid-West Option was rated as having the least found the three alignment options would have impact on biodiversity. This is consistent with the significantly different impacts on: findings of a number of detailed biodiversity  Biodiversity and habitat assessments for the Project (see Chapter 9).  Aboriginal cultural and historic heritage The Mid-West Option would have the least impact on biodiversity as:  Social considerations.  It would result in removal of the least amount of In order to inform a more detailed options high quality habitat for listed species. The Mid- assessment, a site inspection and review of previous West Option was rated as moderately poor to documentation was undertaken, along with a site low against this assessment criterion, compared visit and targeted consultation by specialist to the MW2A and MW2B options which were consultants in these three key areas. rated as poor to moderately poor The assessment drew upon existing information  It would have the least impact on wildlife obtained for the Project during previous connectivity. The Mid-West Option was rated as investigations. moderately poor, compared to the MW2A and The evaluation criteria for each of the three key MW2B options which were rated as being poor specialist areas were developed having regard to:  It is likely to be easiest to secure offsets for this  The draft EES Evaluation Objectives option. The Mid-West Option was rated as moderately poor for Environment Protection and  The relevant legislation, policies or guidelines Biodiversity Conservation Act listed species and  VicRoads’ Project Objectives. negligible for other species. This is compared to MW2A and MW2B, which were rated as poor for In addition, the evaluation criteria sought to provide Environment Protection and Biodiversity a comparison of each option to determine the extent Conservation Act listed species and moderately of impact (if any) and details of those impacts for poor for other species. each alignment option. Heritage From an Aboriginal cultural and historic heritage perspective the Mid-West Option is the better performing of the three options as it traverses a smaller area of the section of Victoria Park that contains scarred trees and therefore has less overall impact on registered Aboriginal sites. Importantly, the Mid-West Option would avoid intrusion into the culturally and scientifically sensitive sand hill area. None of the options impact on any sites or places currently listed on the Victorian Heritage Register or Victorian Heritage Inventory in Echuca, or in the Schedule to the Shire of Campaspe Heritage Overlay under the Campaspe Planning Scheme.

Social In terms of social impact considerations, the three options would have effects on existing social activities, but these were all generally rated as low to negligible, primarily due to the management measures proposed by VicRoads. The Mid-West Option has the benefit of avoiding any adverse impacts on the Echuca Cemetery. In terms of impact on recreational facilities and events, the three options have broadly similar effects. In relation to Victoria Park and its interrelated active and passive recreational attributes, MW2A was rated as moderately poor whereas the Mid-West and MW2B options were rated as having a negligible impact.

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This reflects the fact that MW2A would sever the  Regional economy – All options would provide passive use area of Victoria Park into three smaller similar economic benefits and have similar segments, with implications for the useability and economic impacts. amenity of the quieter and more intact areas of the Following consideration of previous investigations bushland area. The Mid-West and MW2B options into the Mid-West Option, MW2A and MW2B, the would avoid fragmentation of the passive use area of former Deputy Premier announced on 31 July 2014, Victoria Park and would have less impact on amenity that the preferred alignment for a second Murray within the bushland area. River crossing at Echuca-Moama is the Mid-West Additionally the Mid-West and MW2B options would Option. better follow the interface between the active The Minister’s announcement noted that whilst the (sporting) and the passive use areas of Victoria EES would consider the three alignments, Park. establishing a preferred corridor early in the process All three options would: would allow effort to be focussed where it is likely to have the greatest effect.  Deliver significantly improved access across the Murray River for local and regional road users Project objectives  Support the vitality and growth of the region and states In response to the above, VicRoads has developed the following project objectives:  Provide an important access alternative for the  Echuca-Moama community, and Improve accessibility and connectivity for the community of Echuca-Moama and the wider  Improve the amenity in the existing town region centres.  Provide security of access with a second flood- In relation to the following studies, it was free crossing between Echuca and Moama determined there was little to differentiate between  the three alignment options. The key points to note Enable cross border access for high productivity are as follows: freight vehicles and oversized vehicles   Traffic and transport – Minor differences in traffic Improve emergency services access between performance, although the Mid-West Option Echuca and Moama during emergency situations would attract slightly greater traffic volumes and major tourist and flood events than MW2A and MW2B, thereby reducing traffic  Provide road infrastructure that supports: volumes on the existing bridge and town centres • The Victorian and NSW state and national  Aquatic – All options require two river crossings economies through improved connectivity of which avoid direct impact on waterways goods and services  Planning and land use – All options would utilise • The local and regional economy of Echuca- flood affected land. The Mid-West Option would Moama. impact a greater number of freehold properties and the MW2A and MW2B options would impact a greater amount of public land EES and approvals On 14 June 2013, the Victorian Minister for Planning  Landscape and visual – The Mid-West Option would impact significant views around Crofton decided that an EES under the Environment Effects Street, whilst MW2A would be visible at Act 1978 (Vic.) was required to assess the likely Reflection Bend and MW2B would be visible from environmental effects of the Victorian component of Crofton and Jarman streets the Project. This EES has been prepared in response to the EES Scoping Requirements issued in their  Catchment values – All options can be mitigated final form on 30 June 2014 by the Victorian Minister to comply with flood afflux and floodplain for Planning. performance requirements The purpose of an EES is to provide a description of  Soils and geology – Similar ground conditions the Project and its potential effects on the exist for all options, although MW2A and MW2B environment, to inform the public and stakeholders would traverse a greater area of the floodplain and to enable a Ministerial Assessment of the Project while the Mid-West Option would utilise the that will inform decision-makers. existing Warren Street road formation. MW2B would also impact the disused tip site to the The Project is subject to relevant Commonwealth, north of Campaspe Esplanade Victorian and New South Wales legislative requirements. As co-proponents, VicRoads and  Noise – All options would be mitigated to comply Roads and Maritime Services have responsibility for with VicRoads noise policy. The Mid-West Option obtaining the necessary State approvals. In addition, would increase noise levels to residential VicRoads will be responsible for leading the properties near Crofton Street and Warren preparation of documentation for the Street. MW2A would increase noise levels at Commonwealth approval. As the Project crosses Merool Caravan Park (in NSW) and MW2B would state borders, three sets of documentation – the increase noise levels at Crofton and Jarman EES, a Review of Environmental Factors (REF) and streets. Preliminary Documentation required under the

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Environment Protection and Biodiversity  To minimise adverse landscape and visual Conservation Act – have been prepared for the amenity effects on values of the area, including Project. the Murray and Campaspe rivers and floodplains This EES focuses on the approvals to be obtained by  To maintain floodplain functions, hydrology, VicRoads under Victorian legislation, and also values of surface water, groundwater and considers approval requirements under geomorphic stability of proximate sections of the Commonwealth legislation. The Environment Effects lower Campaspe and Murray rivers Act is the overarching Victorian legislation requiring  To minimise noise, air quality and other amenity environmental impact assessment of the Project. In effects to the extent practicable addition, VicRoads is required to prepare and obtain approval of a Planning Scheme Amendment to the  To provide road infrastructure that fosters a Campaspe Planning Scheme under the Planning and viable level of economic performance for the Environment Act 1987 (Vic.), and a Cultural Heritage local and regional economy of Echuca Management Plan (CHMP) under the Aboriginal  Heritage Act 2006 (Vic.). Relevant NSW legislation is To provide a transparent framework with clear not assessed in detail as part of this EES. Detailed accountabilities for managing environmental analysis of NSW legislation is outlined in the REF effects and hazards associated with construction, prepared for the Project by Roads and Maritime operation and rehabilitation phases of the Services. project, in order to achieve acceptable environmental outcomes This EES and the draft Planning Scheme Amendment  are subject to a public review process. An Inquiry Overall, to demonstrate that the project would Panel will be convened to conduct public hearings, achieve a balance of economic, social and consider submissions on the EES and draft Planning environmental outcomes that contribute to Scheme Amendment and provide a report to the ecologically sustainable development and Minister for Planning. The Minister for Planning will provide a net community benefit over the short then consider the Inquiry Panel’s findings and make and long-term. recommendations on the Project. The manner in which these draft Evaluation Objectives relate to the relevant legislation, EES Scoping Requirements and draft guidelines and policies is set out in Table 5-1 of Evaluation Objectives Chapter 5. The EES Scoping Requirements provide the Technical Reference Group Minister’s requirements on the range of environmental matters to be investigated and A Technical Reference Group (TRG) chaired by the documented in the EES. former Department of Transport, Planning and Local Infrastructure (DTPLI) was established in late 2013. The draft EES Scoping Requirements for the Project The role of the TRG was to provide advice as were exhibited for public comment for 15 business appropriate, including on: days between 19 May 2014 and 6 June 2014. Following review of public comments and updating of  The draft Scoping Requirements for the EES, the Scoping Requirements, they were issued by the including matters that should be investigated as Minister for Planning in their final form on 30 June part of the assessment of potential effects 2014.  Relevant policies, strategies and statutory The Scoping Requirements include a set of draft provisions including any legislation, regulations Evaluation Objectives that identify desired outcomes and guidelines that apply to the Project, as well in the context of potential project effects and as the consistency of the Project or relevant relevant legislation. The draft Evaluation Objectives alternatives with these provisions provide a framework to guide assessment of  environmental effects in the EES. The draft Design and adequacy of EES technical studies in Evaluation Objectives are: addressing the Scoping Requirements; and information required to support approval  To improve accessibility and connectivity for the processes, in terms of consistency with good people of Echuca-Moama and the wider region practice standards of methodology and analysis, by providing for existing and future traffic in the context of relevant data sets and research capacity and safety needs  Opportunities to address issues arising from EES  To avoid or minimise adverse effects on native investigations vegetation and listed flora and fauna species and  ecological communities, and address Technical adequacy of the draft EES opportunities for offsetting potential losses documentation consistent with relevant policy  Design and implementation of VicRoads’ public  To avoid or minimise adverse effects on information and stakeholder consultation Aboriginal and historic cultural heritage values program for the EES   To minimise adverse social and land use effects, Coordination of applicable statutory assessment including impacts on existing uses of the Crown and approvals processes. land

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The TRG comprised representatives from: Community consultation  Commonwealth Department of the Environment Throughout the process of developing the alignment options, VicRoads has undertaken extensive  The following former Victorian Government consultation with landowners, potentially affected departments, now part of the Department of businesses and community groups. Environment, Land, Water and Planning (DELWP): Feedback has been provided on an individual and community level. Broadly, the main concerns can be • DTPLI summarised as: • Regional Development Victoria (Planning)  The potential impact on significant Aboriginal • Department of Environment and Primary cultural heritage places (e.g. the sand hill) Industries  The potential impact on the Victoria Park  Roads and Maritime Services sporting precinct, especially the loss of tennis courts  Office of Aboriginal Affairs Victoria  The proximity of the Mid-West Option to  North Central Catchment Management Authority residential areas, potentially impacting amenity  Heritage Victoria resulting from increased traffic noise  Campaspe Shire Council  The effect of increased traffic in Warren Street on access to local residences and the Echuca  VicRoads Northern Region. Cemetery The first TRG meeting was held on 1 May 2014.  Access for river craft during construction Three further meetings were held while the EES was (including major ski events) being prepared, with the final meeting on 31 October 2014.  Access to Victoria Park for recreational activities  Effects of construction of a new road across the Murray and Campaspe river floodplains  Ongoing concern about the lack of a second Murray River crossing to provide for increased safety and improved amenity in the town centres. Table 1 demonstrates how these issues have been addressed in the EES.

Table 1 Summary of key issues raised through consultation and responses

Issues raised during consultation Response

Potential impact on significant Aboriginal cultural The concept design and construction techniques at potentially heritage places significant Aboriginal cultural heritage places (e.g. the sand hill) would be developed in consultation with the Registered Aboriginal Party.

Potential impact on Victoria Park sporting precinct VicRoads has committed to replacing six lawn tennis courts that would facilities (Echuca Lawn Tennis Club) be impacted by the alignment in consultation with the Echuca Lawn Tennis Club and the Campaspe Shire Council.

Access for river craft (especially paddle-steamers The height of the new bridge would be designed to allow the tallest and Southern 80 Ski Race) during construction and existing paddle-steamer to navigate the river crossing at the high operation of the new crossing permissible water level. Provision would be made for the Southern 80 Ski Race to be conducted during the bridge construction period. Bridge piers would be located clear of the main Murray River channel. Access to the boat ramp for boating enthusiasts would be provided during construction where practical.

Proximity of the preferred alignment to residential Noise studies have been undertaken; noise mitigation measures such as areas and potential noise impacts noise walls or low noise road surfacing treatments would be adopted where required to ensure that traffic noise was within VicRoads’ Noise Policy guidelines.

Provision for slow moving funeral processions An additional turning lane (i.e. third lane for the initial carriageway) accessing the Echuca Cemetery would be included in the design for Warren Street to cater for funeral processions.

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Issues raised during consultation Response

Provision for vehicle and pedestrian access for Intersection treatments would be formalised with Homan and Redman Warren Street residents streets to provide safe access for local residents and visitors to the Echuca Cemetery. Connections would be made to a shared pathway to enhance pedestrian and cycle activities.

Access to Victoria Park for recreational activities The spans of the Murray River bridge would be arranged to allow for adequate vehicle and pedestrian access under the bridge to Victoria Park facilities.

The effects of a new road built on flooding regime of Detailed analysis of the impacts of a new road on the floodplain has the Murray and Campaspe rivers floodplain been carried out. The new road would provide a second flood free access between the towns with structures to mitigate the effects of 1:100 year Average Recurrence Interval (ARI) flood event.

Ongoing concern about the lack of a second Murray The Mid-West Option would provide an alternate route across the River crossing to provide for increased safety and Murray River. It would allow for improved freight movements, reduce improved amenity in the town centres traffic congestion and provide improved amenity with Echuca, Moama and the historic Port of Echuca through significant traffic reductions.

Commonwealth approval requirements to outline the construction and operational impacts on the South-eastern Long-eared Bat across the VicRoads is responsible for obtaining the relevant entire Project area, including: Commonwealth statutory approval for the Project. The Australian Government has responsibilities  The nature and extent of the likely short-term under the Environment Protection and Biodiversity and long-term relevant impacts Conservation Act for the protection of defined  Whether any relevant impacts are likely to be Matters of National Environmental Significance unknown, unpredictable or irreversible (MNES). These matters include World Heritage properties and National Heritage places, Ramsar  Analysis of the significance of the relevant wetlands of international importance, nationally impacts listed threatened species and ecological communities  Any technical data and other information used or and listed migratory species, among others. needed to make a detailed assessment of the On 23 April 2013, a referral for the Mid-West 2A and relevant impacts. Mid-West 2B options under the Environment Consistent with the requirements of the Environment Protection and Biodiversity Conservation Act was Protection and Biodiversity Conservation Act, the made to the then Australian Government Preliminary Documentation will be placed on public Department of Sustainability, Environment, Water, exhibition (concurrently with the EES and REF), Population and Communities (now known as the updated following receipt of comments and then Department of the Environment) with respect to placed on public exhibition a second time. listed species under the Act, which potentially may be impacted by the proposed works. The potentially The Commonwealth Environment Minister will impacted species included the South-eastern Long- consider the final Preliminary Documentation, and eared Bat, Macquarie Perch, Murray Cod and Murray would only approve the Project if impacts to listed Hardyhead. On 11 July 2013, the Department of the threatened species were acceptable. Environment determined the Project was a ‘controlled action’ under the controlling provisions Victorian approvals s18 and s18A (threatened species and ecological communities). The Environment Effects Act provides for assessment of projects capable of having a On 22 December 2014 a variation to the referral significant effect on the environment. The Act does under the Environment Protection and Biodiversity this by enabling the Minister for Planning (the Conservation Act was accepted by the Department Minister) to decide an EES should be prepared for a of the Environment. The variation sought to include Project. the Mid-West Option (which was not part of the April 2013 referral) as part of the assessment and to The Ministerial Guidelines for assessment of exclude the proposed roundabout at the Murray environmental effects under the Environment Effects Valley Highway as it was remote to the habitat of Act specify criteria under which a project must be the South-eastern Long-eared Bat and would allow referred to the Minister. for pre-construction activities to occur. An EES referral for the Project was submitted on 1 The EES process applies only to the Victorian February 2013. As described above, a decision was component of the Project so it is not able to be made by the Minister on 14 June 2013 requiring accredited under a bilateral agreement with the VicRoads to prepare an EES to document the Commonwealth. The Commonwealth determined the assessment of the Mid-West 2 corridor options 2A assessment approach under the Environment and 2B, as well as an alternative alignment available Protection and Biodiversity Conservation Act would in the previously identified Mid-West corridor. be via Preliminary Documentation. The Preliminary Documentation prepared for the Project is required

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VicRoads is responsible for preparing the EES, with considered for approval after the Minister for the Department of Environment, Land, Water and Planning makes the assessment of the EES. This Planning (DELWP) providing guidance on process. pathway is recommended for projects with a higher degree of uncertainty or complexity, or where a The Planning and Environment Act establishes the range of project options is being considered and it is framework for planning, use and development of not prudent to pre-empt project design or location land within Victoria. The Act also provides for the decisions. This enables the details of a CHMP to be establishment of planning schemes, which outline resolved as part of the development and assessment the objectives, policies and provisions relating to the of an EES, in the broader context of other use, development, protection and conservation of environmental, social and economic issues. land within a local government area. Within Victoria, the Project is situated within the Shire of Campaspe A CHMP is being prepared for the Project in and the Campaspe Planning Scheme applies to the conjunction with the EES and will be submitted to Project. the RAP for evaluation and approval. In addition to the EES, a draft Planning Scheme The Project is also subject to approvals which would Amendment has also been prepared, which is be considered following the Minister for Planning’s associated with land acquisition and planning permit assessment of the EES. These approvals include (but exemptions within Victoria. are not limited to): The EES and draft Planning Scheme Amendment are  A permit to remove protected flora and fauna being exhibited concurrently for a period of 30 from public land under the provisions of the Flora business days. and Fauna Guarantee Act Under section 49 of the Aboriginal Heritage Act, a  A licence to construct works on a waterway or to CHMP must be approved prior to commencing works construct a bore under the provisions of the for any project for which an EES has been required. Water Act 1989 (Vic.) Under the Act, Registered Aboriginal Parties (RAPs)  A licence to take or use water from a waterway are appointed by the Aboriginal Heritage Council and or groundwater under the Water Act are the cultural heritage decision-makers for  Consent for works on Crown Land under the designated areas of Victoria. The RAP for the Project Crown Land (Reserves) Act 1978 (Vic.) is the Yorta Yorta Nation Aboriginal Corporation.  Permits to remove trees containing habitat or The Environment Effects Advisory Note: Aboriginal any other fauna habitat areas or fauna salvage cultural heritage and the environment effects and translocation under the Wildlife Act 1975 process (DPCD, 2007) suggests the CHMP for the (Vic.). Project be prepared in conjunction with the EES and

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NSW approvals From the Murray Valley Highway roundabout, the preferred alignment extends north-east along Roads and Maritime Services is responsible for Warren Street (Cohuna-Echuca Road), for a distance relevant assessment and approval procedures for of approximately 1.5km where a roundabout would the NSW component of the Project. Roads and be constructed. The design includes duplicate Maritime Services is the proponent and determining carriageways on all approaches to the roundabout authority under part 5 of the NSW Environment and with twin lanes in each carriageway. Additional road Planning and Assessment Act 1979, and is works to upgrade Warren Street to above the 100 responsible for coordination of the preparation and ARI would be undertaken between the new public notification of the equivalent NSW document, roundabout south-west of Campaspe Esplanade and the REF. the existing bridge over the Campaspe River The purpose of the REF is to describe the proposal, (approximately 300m to the north of the Warren document the likely impacts on the environment and Street roundabout). outline recommended protective measures to be From the new roundabout south-west of Campaspe implemented during construction. Esplanade, the preferred alignment diverts to the Although the Project includes works in Victoria and north-west, over Campaspe Esplanade and the NSW, the study area for the REF is confined to the Campaspe River. North of the Campaspe River, the section of the alignment in NSW. preferred alignment bridges over the western end of Crofton Street and turns in a north-easterly The description of the proposed works and direction, crossing the former Echuca Secondary associated environmental impacts has been College site and the western end of the Echuca Lawn undertaken in the context of clause 228 of the NSW Tennis Club courts. The preferred alignment then Environmental Planning and Assessment Regulation traverses Victoria Park to the northern side of 2000, the Threatened Species Conservation Act Echuca Holiday Park and crosses the Murray River, 1995 (NSW) and the Fisheries Management Act immediately north of the existing boat ramp. 1994 (NSW). In doing so, the REF helps fulfil the requirements of section 111 of the Environment and The alignment includes an approximately 650m long Planning and Assessment Act, which VicRoads and bridge extending over the Murray River (including a Roads and Maritime Services are examining and clear span over the river of approximately 90m), taking into account to the fullest extent possible, elevated carriageways over the floodplain within including all matters affecting or likely to affect the NSW and connects with the Cobb Highway at environment by reason of the activity. Meninya Street. The Project would also include intersection upgrades on the Cobb Highway at its The REF will be exhibited for a period of 30 business intersection with Meninya Street and Perricoota Road days for public review and comment, concurrent (Moama-Barham Road) including reconnection of with the EES, draft Planning Scheme Amendment Francis Street to the Cobb Highway for vehicles. and Preliminary Documentation. The design provides for construction of a shared off- Following public review of the REF, a Submissions road pedestrian/bicycle pathway along the entire Report will be prepared, which will also take into length of the alignment and includes connections to consideration the Victorian Minister’s assessment of the existing paths within Victoria Park. the Project. This report will then be made available to the public and Roads and Maritime Services will The design also provides for the upgrade of existing determine planning approval and whether to proceed connections to the two-way service road between with the proposal. Homan Street and Redman Street to provide safer access to, and egress from Warren Street. Project description As part of the Project, there would be some alterations to the existing road network and access Note: the term ‘the Project’ is used here to refer to provisions. The existing intersection of Murray Valley the preferred Mid-West alignment, following the Highway and Warren Street would be upgraded to a outcomes of VicRoads’ options assessment process large diameter roundabout to facilitate freight as described above. movement. The roundabout would be constructed with two circulating lanes as part of the construction Project overview of the initial alignment. Each leg of the roundabout The Project would be built in stages to meet traffic would match into the two-lane two-way approaches demands, including the initial alignment and to the roundabout. The existing Y-intersection of providing for an ultimate duplication, should it ever Murray Valley Highway and Mount Terrick Road be required. The initial alignment includes a single north of Warren Street would also be upgraded as carriageway with one lane in each direction. The part of these works to form a T-intersection with the ultimate duplication provides a second carriageway, Murray Valley Highway. resulting in two lanes in each direction. There would be minor road widening along Warren The preferred alignment is approximately 4.3km in Street to improve the cross section and provide length, with a 33m wide carriageway. It commences sealed shoulders. at the intersection of the Murray Valley Highway and The at-grade intersections of Warren Street with Warren Street in Echuca, where a large diameter, Homan Street and Redman Street would be three-leg roundabout would be constructed. maintained and improved to provide safer access to, and egress from Warren Street.

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A new 400m long right-turn lane would be provided Project timing and duration along Warren Street to the north-east of Homan Street for funeral traffic travelling from Echuca and The construction of the initial alignment would be turning right into Homan Street to access the Echuca subject to the provision of funding and is expected Cemetery. The extended right turn lane would to take up to three years to complete. Timing for the improve safety by separating turning and through- ultimate duplication is subject to future traffic traffic on Warren Street. demand and regional urban growth. Properties fronting the north-west side of Warren Once planning and environmental approvals are Street would be accessed by two-way service roads obtained, the two main activity sequences which that would be connected to Homan and Redman follow are pre-construction and construction. After streets. The appropriate standard of the service road funding becomes available, the land acquisition and would be determined in consultation with Campaspe pre-construction activities would commence. Shire Council and local residents. The existing The pre-construction phase would include detailed service road would either be retained in its existing site investigations, land acquisition and detailed condition (informal and unsealed) or upgraded to a design, and take around six to nine months to sealed service road with or without kerb and complete. The acquisition of land for the channel. Residents north-east of Redman Street construction of the Project would include land would no longer have direct vehicular access onto required for the ultimate duplication. Depending on Warren Street. the method of project delivery (e.g. construct only, A new three-leg roundabout would be provided on or design and construct), detailed design may be Warren Street, approximately 125m south-west of undertaken concurrently with land acquisition. Campaspe Esplanade. There would be provision in Tendering the contract for construction would take the road reserve to upgrade this roundabout to a around six months until award. larger diameter to meet future freight movement requirements. Construction area Campaspe Esplanade would be changed to a left-in A construction area has been defined for the Project, left-out staggered T-intersection with Warren Street. which is the potential area of direct impact for the ultimate duplication. On the new road section from Warren Street to Cobb Highway, Campaspe Esplanade would be truncated The width of the construction area varies, reflecting to the north-west side of Warren Street. Bicycle and the requirement for road formation, intersection pedestrian access along Campaspe Esplanade would treatments, bridge footings, spill basins and shared be maintained under the proposed Campaspe River pathways. Bridge. West of the new road alignment, Campaspe The construction area extends a minimum 5m-10m Esplanade would be accessible by vehicles from either side of the edge of the road formation and Redman Street and Homan Street. bridges (except where constraints are identified) and A new bridge would be constructed over the is wholly within the proposed Right-of-Way. Campaspe River and Crofton Street/Scenic Drive. The construction area would include the removal of Access from Crofton Street to Scenic Drive would be vegetation as required. Significant vegetation and maintained under the bridge and would have areas of cultural sensitivity would be fenced and sufficient clearance for emergency vehicles. A new protected during the construction of the Project. bridge would also be constructed over the Murray River. The construction area includes the pavement and construction buffer areas (i.e. provision for drainage Boundary Road in NSW would be truncated. Access and relocation of services). The construction area to the supermarket delivery bay in Boundary Road forms the basis for assessing Project impacts in the would be maintained from Perricoota Road. A specialist studies provided in the EES Technical turning bowl would be provided on the Boundary Appendices. Road truncation to enable supermarket delivery vehicles to undertake a U-turn. Bicycle and The extent of the actual construction buffers would pedestrian access would be maintained from be refined through the detailed design. Meninya Street to Boundary Road. Meninya Street would be realigned to form a T- Intersections and access intersection with the Cobb Highway, and traffic The preferred alignment would provide for safe signals would be installed. intersection and property access in accordance with Traffic signals would also be installed at the Austroads guidelines. intersection of Cobb Highway and Perricoota Road, Intersections and turning movements have been and approaches upgraded with right turn lanes and designed to cater for vehicles legally able to use the left turn slip lanes. new roadway for both the initial alignment and the ultimate duplication (i.e. the Project). The Francis Street would be reconnected to the Cobb intersections have been designed to accommodate Highway at Perricoota Road, and would be a minor leg of the signalised intersection (no left turn slip turning movements associated with B-Double vehicles (26m in length) and have been reviewed for lanes would be provided on Francis Street or the an A-Double (a vehicle consisting of a prime mover Cobb Highway north approach as this would not be warranted by the local road traffic volumes). and two trailers linked together approximately 36m

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long) and a B-Triple (Type 1 road train) to turn and Park. For both the initial alignment and ultimate access the road without interrupting traffic flow. duplication an off-road shared pathway has been included within the overall Project footprint. The Bridges and waterway crossings proposed shared pathway would provide access or connection to the existing tracks within Victoria Park The Project would include new bridge crossings of and the surrounding pedestrian network. Shade and the Murray River and Campaspe River. Flood relief shelter requirements would be considered in the structures including bridging and/or culverts would design of the shared pathway. be provided over low lying flood prone land, providing adequate clearance for movement of flood Commuter cyclists would be permitted to ride on the waters. The piers of the Campaspe River and Murray sealed road shoulders. River bridges would be constructed outside the river Cyclist/pedestrian crossings would be provided: channel (summer flow/low water mark extent).  Where traffic signals are to be installed at the Typical cross sections of the proposed bridges are intersections with Meninya Street and Perricoota shown in Figure 6-2 of Chapter 6. The bridge lengths Road, Moama proposed as part of the preferred alignment are provided in Table 2.  Across the Murray Valley Highway on the south side of the proposed roundabout Table 2 Approximate bridge lengths and  locations Under the Campaspe River bridge at Campaspe Esplanade and Crofton Street Approximate length  Under the flood relief bridge in Victoria Park Location (m)*  Under the Murray River bridge. Campaspe River bridge 300 Lighting and traffic signals Victorian floodplain bridge 65 Street lighting would be provided in accordance with Murray River bridge 650 Chapter 6 of VicRoads Traffic Engineering Manual Volume 1 – Traffic Management, which states a NSW floodplain bridge 45 specified level of lighting at intersections. Street *Final bridge lengths subject to detailed design and flood lighting would be provided as follows: modelling requirements.  Overhead street lighting would be installed on Bridge structures would be designed to be simple the Murray Valley Highway and Warren Street and elegant structures that make a positive visual carriageways, and on intersection approaches as contribution to the environment. required. No pedestrian lighting is proposed for the shared pathway adjacent to Warren Street The location and lengths of the proposed flood relief  structures are depicted in Figure 16-5 of Chapter 16. Street lighting from Warren Street to the Cobb The long bridge lengths would continue to enable Highway is proposed at intersection approaches easy access under the structures for recreational use only. Shared pathways on the Campaspe and of Victoria Park and provide clearance for the Murray River bridges would be lit by low level movement of wildlife. The bridge over the Campaspe strip lighting/LED lights, to minimise light spill. River would allow vehicle and pedestrian access Provision for street lighting would be included to from Crofton Street to Scenic Drive. The extent of enable installation if it is required in the future the area of embankment associated with the Murray  Overhead street lighting would be installed on River Bridge would enable continued use of Scenic the Cobb Highway and intersection approaches Drive and relatively unimpeded use of the existing as required. car park near the boat ramp. The traffic signals proposed for the Project are Warren Street is situated within an existing floodway located in NSW at the following locations: and the existing level of the road is overtopped in a  The intersections of Cobb Highway and Meninya 20 year Average Recurrence Interval event (i.e. a Street rainfall event that would be expected to recur on average once every 20 years). The height of the  The intersection of Cobb Highway and Perricoota section of Warren Street between the Murray Valley Road. Highway and the proposed roundabout north-east of Payne Street on Warren Street would remain at or Speed limits near the existing road level. Works within this location would also include upgrade of the existing The alignment has a design speed of 90km per hour flood relief structures under the carriageway on (km/h) and would have a posted (signed) speed Warren Street, providing adequate clearance for limit of 80km/hr on both road and bridge structures. movement of flood waters. Bicycle and pedestrian access Cyclists would be able to travel the length of the new road on an off-road shared pathway, which would connect into the existing network at Victoria

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Landscaping with river-based businesses. Outside of river closures, sufficient and safe access for all river users Some vegetation within Victoria Park and along the would be maintained during the works. banks of the Campaspe and Murray rivers would need to be removed as part of the Project. The Construction scheduling of the Project would be design and species selection for remedial and established at the time of contract preparation and augmented landscaping would be in keeping with engagement of a construction contractor. the existing landscape character. Construction contracts prepared by VicRoads would stipulate that scheduling of works would take into Construction staging and working hours account seasonal uses and demands within the vicinity of the Project. Major events/busy holiday There is potential to construct the Project in a periods in Echuca-Moama and the wider region number of stages (either concurrently or at different would be taken into consideration in construction times) or as a single contract. scheduling to ensure impacts were minimised as The roundabout at the intersection of the Murray much as possible. Valley Highway and Warren Street could potentially During construction, VicRoads would commit to a be constructed ahead of the overall Project, subject suspension of construction works of up to two weeks to the allocation of funding. in the vicinity of the Southern 80 Ski Race venue. Following this, other construction stages would This would ensure that construction work did not include: prevent the setup, staging and decommissioning of the Southern 80 Ski Race. Details of the suspension  The upgrade of Warren Street between the would be determined in consultation with relevant Murray Valley Highway and the existing stakeholders. Campaspe River bridge, including the new roundabout on Warren Street to the south-west The construction contractor, VicRoads and Roads of Campaspe Esplanade. and Maritime Services would work with Campaspe Shire Council and Murray Shire Council as well as  Construction of a new section of road between relevant event organisers to manage impacts of Warren Street, Echuca and Meninya Street, construction events. Moama including the Campaspe and Murray River bridges and shared pathway. Working hours during significant and sensitive events in the region would be established in  Installation of new traffic signals at the consultation with both councils and other relevant Perricoota Road/Cobb Highway and Meninya stakeholders at the time of contract preparation. Street/Cobb Highway intersections in Moama. Works would also include the re-opening of Construction traffic vehicular access between Francis Street and the Cobb Highway. There would be movements of heavy vehicles resulting from the construction works, primarily Construction work for the Project would be associated with transport of construction machinery undertaken during the standard hours for and equipment to and from the site, and import and construction work as set out in VicRoads disposal of materials (i.e. fill or pavements, ). specifications, which are Monday to Saturday between 7am or sunrise (whichever is the later) In accordance with VicRoads policy, construction and 6pm or sunset (whichever is the earlier). vehicles and machinery would be restricted to the highways and arterial roads wherever possible. Construction outside of the standard hours may occur at certain times to safely or more efficiently The use of the local road network by construction undertake certain tasks and would be subject to vehicles would be confined to routes as agreed in approval by VicRoads and notification to affected consultation with the Campaspe Shire Council and members of the community. Murray Shire Council. Construction activities would be guided by the An accurate estimate of construction traffic contractor(s) Environmental Management System generation cannot be made until a program and (EMS) and associated Construction Environmental staging of construction has been developed. Management Plan (CEMP) which would incorporate However, the construction of similar projects all EES commitments and measures identified in the typically generates the greatest traffic volumes conditions of subsequent statutory approvals for the during the earthworks, bridging and pavement Project. construction phases, and generally less traffic volumes at other times. These phases could be Access to community infrastructure such as the boat expected to generate in the order of 100 to 150 ramp and car park would be maintained where truck trips per day across the workday. Less than possible during construction, with interruptions to 100 light vehicle trips would be expected to be access kept to a minimum where possible. Access generated by worksite contractors accessing the arrangements would be established in consultation site, typically expected to occur during early with Campaspe Shire Council and relevant morning and late-afternoon periods. stakeholders. The number, extent and duration of closures affecting river traffic during construction of Based on the above, at its peak, the construction of the Murray River bridge structure would be the Project would typically be expected to generate minimised as much as possible and in consultation

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in the order of 250 vehicle trips per day, including measures, and the final Project-specific 150 heavy vehicles. environmental management measures. It is conservatively assumed that 30 per cent of light vehicle construction traffic would occur during the Impact assessment peak hours, associated with worksite employees The impact of the risks was assessed, giving arriving and departing the site. Similarly, it is consideration to: conservatively assumed that 15 per cent of heavy vehicle traffic would occur in the peak hours,  Positive and negative changes or impacts associated with an even distribution of truck  Direct and indirect impacts movements across the workday. It is therefore estimated that construction activities may generate  Spatial and temporal changes up to 52 vehicle trips in peak hours, including 22  heavy vehicles. The ability of the environmental resource or system to recover Operation and maintenance  The ability to reduce or mitigate the impact. Key operational activities would be the ongoing road The impact assessments for social, regional maintenance, consistent with current practices and economy, planning and land use, and landscape and standards. Assets to be maintained by relevant road visual impacts were not based on an environmental authorities would include landscaping, spill basins risk framework. This was because assessment for and stormwater drains, bridges, road pavement, these specialist disciplines focuses on predicted signage, barriers and line marking. change rather than the risk of harm to the environment, and the interpretation of impacts is VicRoads' ‘Roadside Management Strategy 2011, based on the assessor’s professional expertise, the Roadside Management – A Balanced Approach’ is a outcomes of community engagement, individual strategy which aims to provide clear and consistent perceptions and related circumstances and is objectives to manage roadside areas. therefore more difficult to measure. The strategy provides a framework for the balanced The impact assessment approach for these consideration of the four key objectives of roadside disciplines involved predicting the likely temporary management: and permanent impact of the Project on existing  Enhance transport safety, efficiency and access conditions. The level of impact was assessed against the likely outcome should the Project not proceed,  Protect environmental and cultural heritage known as the ‘no project’ scenario. The results of the values other specialist risk and impact investigations  Manage fire risk undertaken for the Project were also considered for these assessments.  Preserve and enhance roadside amenity. It uses an asset management approach to balance the key objectives of roadside management and identify the most appropriate treatments to preserve roadside functions. Fire management is undertaken through a cooperative approach between government agencies to ensure that it is strategic, effective and targeted.

Risk assessment

A detailed environmental risk assessment of the Traffic and transport preferred alignment was completed to characterise risks and identify appropriate responses. Standard The Traffic and Transport Impact Assessment environmental protection measures, which are examined the extent to which the Project would be required of all VicRoads construction projects, were expected to address improvements to accessibility assumed as a starting point. Additional Project- and connectivity, access for high productivity and specific environmental management measures were oversized vehicles, and to provide road also identified to reduce risk in some cases. infrastructure that supports local, regional, state and national economies, as outlined in the Project All management measures identified as part of the Objectives (refer to Chapter 2). risk assessment have been included in the Environmental Management Framework, presented It is expected the Project would provide benefits to in the EES in Chapter 20. This EMF would inform road users including: development of a Project CEMP.  A 40% reduction in traffic volumes on the The final residual risk rating reflects the likelihood existing bridge by 2044 and consequence of the risk following the  42% of through traffic would be removed from implementation of both VicRoads and Roads and the area of High Street near the historic port Maritime standard environmental protection area by 2044

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 Truck volumes would also be expected to decrease by a similar proportion in and around the town centres  Improved river crossing access for heavy and oversize vehicles, currently restricted from using the existing bridge  Provision of a higher mass limit compliant crossing.  No adverse impacts have been identified for public transport, walking or cycling  Improved river crossing access for heavy and oversized vehicles that would otherwise be restricted from using the existing bridge. The majority of adverse impacts would be expected to occur during the construction stage of the Project. It is expected that there would be short-term congestion impacts on the existing road network, including an increase in truck movements, potential road safety issues due to increased interaction of construction related vehicles with local traffic in the construction zone. No adverse impacts have been identified for existing public transport, walking or cycling connections, and a new pedestrian/cyclist shared pathway would be constructed along Warren Street. It is expected the existing standard environmental protection measures of VicRoads and Roads and Maritime Services would be sufficient to control risks when enhanced by further Project-specific environmental management measures. These additional measures would include communication and traffic management plans.

Biodiversity and habitat The Biodiversity and Habitat Impact Assessment (Brett Lane & Associates, 2015) examined the existing terrestrial ecology of the study area and the potential impacts that the Project could have on terrestrial flora and fauna. It was based on a number of assessments undertaken prior to the EES process, as well as the assessments completed as part of the EES process. There were seven Environment Protection and A large proportion of the study area supports native Biodiversity Conservation Act 1999 (Cwlth.) (EPBC vegetation. This includes a contiguous area of Act) listed fauna species considered likely to occur in woodland vegetation between the Campaspe and the study area, and one of these was identified in Murray rivers. site assessments. There were 16 Flora and Fauna There would be 13.655ha of remnant native Guarantee Act 1988 (Vic.) (FFG Act) listed fauna vegetation removed for construction of the Project. species considered likely to occur, with three The removal of native vegetation would be offset, as identified in site assessments. required under the Biodiversity Assessment The species identified in the site assessments Guidelines. It is expected that locating suitable included: offsets would be achievable given the extent of similar native vegetation in the region.  Rainbow Bee-eater (EPBC listed) There are no nationally significant flora species or  Masked Owl (FFG listed) communities affected by the Project. The flora  Squirrel Glider (FFG listed) species likely to be affected are listed under the Department of Environment, Land, Water and  Yellow-bellied Sheathtail Bat (FFG listed). Planning (DELWP) Advisory List and the impact is Of these four listed fauna species recorded in the expected to be minor. study area, all are dependent on hollow bearing trees except for the Rainbow Bee-eater.

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The key impacts arising from the Project are to desktop assessments listed 16 threatened flora and threatened fauna species through removal of fauna species that could occur in the study area. habitat, and particularly hollow bearing trees. These were identified from the Environment Protection and Biodiversity Conservation Act, Flora Two hundred and twenty one large old trees (LOTs) and Fauna Guarantee Act and the DELWP Advisory recorded in the Victorian component of the study List. Using a ‘likelihood of occurrence’ assessment, area are proposed to be removed, however a large these 16 species were limited to eight species number of LOTs would still remain within the study judged as ‘likely’ or ‘possible’ to occur in the study area. As the extent of hollow bearing trees removed area. The four ‘likely’ species included: would be a comparatively small proportion of the treed habitat on the Murray and Campaspe River  Murray Cod (EPBC vulnerable, FFG listed, on the floodplains near Echuca-Moama, the overall impact DELWP advisory list) on habitat is expected to be minor.  Silver Perch (EPBC critically endangered, FFG The assessment found that all impacts on local flora listed, on DELWP advisory list, Fisheries and fauna could be managed and were expected to Management Act (FM) vulnerable) be minor. A key management measure would be to  Golden Perch (on DELWP advisory list) limit the removal of hollow bearing trees, where possible. Where this was not possible, species  Murray Spiny Crayfish (FFG listed, on DELWP salvage and translocation management measures advisory list, FM vulnerable). would be used to reduce the potential impact on species dependent on hollow bearing trees. The four ‘possible’ species included:  The South-eastern Long-eared Bat (EPBC listed) was Trout Cod (EPBC endangered, FFG listed, on initially considered to be present within the study DELWP advisory list, FM endangered) area, based on the analysis of calls recorded during  Freshwater (Eel-tailed) Catfish (FFG listed, on targeted bat surveys and initial findings that there DELWP advisory list, FM endangered community) was suitable habitat present. However, a subsequent peer review of these findings found that the habitat  Flat-headed Galaxias (FFG listed, on DELWP was not suitable and the recorded calls could not be advisory list, FM critically endangered) attributed to the South-eastern Long-eared Bat. As  Murray River Turtle (on DELWP advisory list). such, this species is considered not likely to occur within the study area and the Project would not The assessment found that construction of the impact upon this species. VicRoads is preparing Project would have associated risks that could cause Preliminary Documentation as required under the minor adverse impacts on aquatic flora and fauna, EPBC Act based on these revised findings that the including: South-eastern Long-eared Bat is not present within  Potential to encounter the Lower Murray the study area. Endangered Ecological Community The Biodiversity and Habitat Impact Assessment also  Potential to encounter EPBC, Victorian and NSW considered the potential impact on wildlife corridors. threatened species and their habitat The landscape of the study area and surrounds has changed significantly following European settlement  Increased erosion and the introduction of various agricultural practices.  Increased noise and vibration The Project would not contribute significantly at a  Destruction of riparian vegetation regional scale to the fragmentation of existing wildlife corridors as this habitat is already  Infestation of aquatic weeds and introduction of fragmented due to historical and existing land uses. pathogens However, the Project would lead to fragmentation at  Impeding the passage of aquatic fauna a local scale specifically affecting Victoria Park. It is likely that many of the remaining fauna species in  Impacts on floodplain habitat and ecological the existing habitat have already adapted to a function. degree of habitat fragmentation. Many of these minor impacts of the Project are With the implementation of VicRoads standard considered unlikely to occur and therefore have a environmental protection measures, and the low residual risk rating. This is predominantly as a additional measure of creating a management plan result of avoiding the erection of structures within to mitigate the potential impacts on Victoria Park waterways. It is considered that these minor impacts and its habitat, the impact to wildlife corridors is would be adequately managed using VicRoads and expected to be minor. Roads and Maritime Services standard environmental protection measures. Aquatic flora and fauna

The Aquatic Flora and Fauna Impact Assessment examined the existing aquatic ecology of the study area and the potential impacts that the Project could have on aquatic flora and fauna. No national or State threatened species were sighted during the field surveys of the study area, although

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Aboriginal cultural heritage rivers and permanent spill and temporary sedimentation basin excavation areas have all been A desktop assessment undertaken as part of the identified as sensitive areas that may contain sub- Aboriginal Cultural Heritage Impact Assessment surface Aboriginal cultural heritage places, including indicated the Echuca region has been occupied by Aboriginal ancestral remains. Construction works at people for at least 30,000 years. There are 87 these locations would be undertaken in accordance registered Aboriginal cultural heritage places located with an approved CHMP. Additional approval of within the geographic region, including six scarred protocols for the protection of ancestral remains and trees identified within and one just outside of the other unidentified Aboriginal cultural heritage places proposed Right-of-Way. Assessment of these trees would also be sought from the YYNAC. using the Australian International Council on Monuments and Sites’ (ICOMOS) Burra Charter No excavation would occur at the sand hill location Criteria determined they are of considerable other than minimal topsoil removal, and a rigid road aesthetic, historical, scientific and social value both pavement would be used to minimise the potential to the contemporary Yorta Yorta people, other for compression of the underlying sand deposits. Aboriginal communities and the wider Australian Consultation would be undertaken with the YYNAC to community. determine the most appropriate arrangement for a new emergency access on or near the high point of Construction works for the initial alignment would the sand hill, and its use would be restricted to have the potential to directly impact on one dead emergency services. Pavement material would be scarred tree and three live scarred trees within the placed on top of the existing ground to enable proposed Right-of-Way, as well as one live tree access for emergency vehicles whilst minimising located just outside of the proposed Right-of-Way. disturbance to the natural surface. The dead tree would be relocated prior to construction however it is still considered that the It is acknowledged that impact to previously Project could result in a moderate impact on this unidentified Aboriginal cultural heritage places tree. The four live scarred trees would be retained in encountered during construction could have a their current locations, with the Project design moderate impact; however the proposed minimising any disruption to the water supply of management measures would ensure that the these trees. It is therefore considered that the likelihood of impact would be rare. impact of the Project on these four live scarred trees Similarly, it is acknowledged that impact to would be minor. unregistered Aboriginal ancestral remains Similarly, a live scarred tree is located adjacent to encountered during construction could be a the proposed Murray River bridge structure. significant impact; however the proposed Although this tree would be retained as part of the management measures preventing ground Project, it would require lopping prior to construction disturbance would ensure that this is unlikely. of the ultimate duplication. Provided this was If unregistered Aboriginal ancestral remains or undertaken by a qualified arborist, it is expected the previously unidentified Aboriginal cultural heritage impact of the Project on this tree would also be places are encountered during construction, the minor. contingency arrangements in the approved CHMP A second dead scarred tree on the southern side of will provide best practice outcomes in collaboration

Warren Street would be retained as part of the initial with the YYNAC. alignment. The base of this tree is largely rotted out and VicRoads would monitor its condition and discuss options for treatment with the Yorta Yorta Nation Aboriginal Corporation (YYNAC) if it was identified that the tree was at risk of collapse. To avoid further impacts, the tree would be relocated prior to construction of the ultimate duplication. Provided this was undertaken by a qualified arborist, it is expected the impact of the Project on this tree would be minor. Sub-surface investigations identified two deposits of stone artefacts just north of the Campaspe River, within the proposed Right-of-Way and near to where the proposed bridge piers would be constructed. One of these is a single stone artefact that would most likely be disturbed during construction, but this is not considered to be significant given it is within highly disturbed soil. In order to minimise the potential for any impacts to the other buried deposit of stone artefacts, bridge piers would be installed south of Scenic Drive as well as at the bridge abutment at the northern end of the bridge. The sand hill near the former Echuca Secondary College site, the banks of the Murray and Campaspe

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Historic heritage The preferred alignment crosses the site of the former Echuca Secondary College. A stand of The Historic Heritage Impact Assessment found remaining palm trees at the former entrance to the there are no previously registered heritage sites, college is within the proposed Right-of-Way, heritage places or historic archaeological sites within however there is no evidence to suggest that these the construction area of the proposed Right-of-Way. palm trees are of heritage significance. VicRoads has However, there are number of registered or committed to relocating these palm trees. All other potential heritage places within or adjacent to the structures on the site have been demolished. study area. Recently Campaspe Shire Council proposed an Key heritage places within or adjacent to the study amendment to the Campaspe Planning Scheme area include: (Planning Scheme Amendment C101), which would  Echuca Wharf apply the Heritage Overlay to a number of identified heritage precincts and individual places across the  Echuca – Historic Area municipality.  Echuca Cemetery and its cast iron gates As part of this amendment, it is proposed to extend  Old Echuca Township Precinct two Heritage Overlays: HO79 covering the stand of Murray Pines; and HO41 covering the St Leonards  A stand of Murray Pines near Reflection Bend on Homestead. These changes would result in an the Murray River overlap between the Heritage Overlays and the  Echuca North Residential Precinct proposed Right-of-Way. The proposed amendment was exhibited between 29 January and 2 April 2015.  A number of private dwellings including St VicRoads made a submission in relation to Leonards Homestead Amendment C101 which recommended that any overlap be avoided. Amendment C101 was  Campaspe River Former Weir. considered by a Planning Panel in July 2015. The Echuca Wharf, Echuca – Historic Area, Old Echuca Planning Panel’s report had not been released at the Township Precinct, Echuca North Residential Precinct time of writing this EES. and Campaspe River Former Weir are all outside the proposed Right-of-Way and would not be impacted At the time of publication none of the sites identified by the Project. within or adjacent to the study area in Victoria are within the proposed Right-of-Way, and construction Echuca Cemetery is a highly significant place within activities would be managed to avoid any impacts to the study area but is also outside the proposed identified historic heritage sites. VicRoads and Roads Right-of-Way to the north of Warren Street. It is not and Maritime Services standard environmental formally listed on the Campaspe Heritage Overlay, protection measures would also be used. although its cast iron gates are. The Echuca Cemetery would not be directly or indirectly There is a low to moderate likelihood that previously impacted by the Project. unrecorded historic heritage places or sites exist within the study area. Contingency measures would be included in the Environmental Management Plan to manage the unexpected discovery of previously unregistered and assessed historical cultural heritage sites and features.

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Planning and land use  The net community benefit of the Project in terms of social sustainability. Overall, the planning and land use impacts identified would be generally localised and site Echuca is located within the Shire of Campaspe specific. Land use and planning related issues would while Moama is part of the Murray Shire. be short-term and construction-related, such as Historically, Echuca has always been the larger of impacts to native vegetation, utility services and the two towns. The population of Echuca is three amenity impacts, which would be appropriately times that of Moama but, in recent years, the managed through the implementation of a CEMP. population of Moama has been growing at twice the rate of Echuca. Land acquisition impacts on individual land holdings would be limited by virtue of the preferred The social and economic roles of the two towns are alignment utilising existing road reserves and closely intertwined. Echuca-Moama is locally acquisition generally being located adjacent to recognised as a single community and functions as existing boundaries or fence lines. an integrated regional centre. Both towns rely heavily on each other for services and facilities, Overall, 67 allotments would be affected, with nine with extensive collaboration and little need for private landowners and a number of Crown land duplication of services. The vast majority of managers including the Shire of Campaspe employment, education, emergency and social impacted by the proposed acquisition. services are provided in Echuca. A total of 19ha would be acquired, including almost The Project would provide a number of positive 10ha of Crown land. The area of acquisition would social benefits. The preferred alignment would be confirmed through surveying following relieve traffic congestion on the existing bridge and finalisation of the detailed design. approaches and improve travel times for motorists. The greatest land use impacts resulting from This would increase accessibility to local facilities acquisition in Victoria would be to Victoria Park and and services for residents of Echuca and Moama, the former Echuca Secondary College site, both of and enhance social cohesion. which are on Crown land. These impacts would be The Project would also relieve traffic congestion due to changes to access and amenity and the loss within the town centres of Echuca and Moama of six tennis courts at the Echuca Lawn Tennis Club. thereby improving the safety and amenity of these The existing draft Victoria Park Master Plan centres. anticipates the road in this location, and the land use related impacts are therefore considered Stakeholders consulted as part of the Social Impact minimal. Assessment, including representatives of Campaspe Shire Council and Murray Shire Council, felt the Compensation for severance and land acquisition attractiveness of Echuca and Moama were currently impacts would be provided where appropriate and negatively impacted by traffic. consistent with the Land Acquisition and Compensation Act 1986 (Vic.). The Project would significantly reduce the risks associated with disrupted access across the river, The Project as a whole would not result in any particularly in relation to traffic incidents on the significant inconsistency with planning policy, and existing bridge. would not result in broad changes to land use within the surrounding area. Given the interdependence of Echuca and Moama, including the reliance of residents on essential The impacts of the Project on planning and land use services located only in Echuca and/or Moama, the would not vary substantially between the initial additional security provided by a second river alignment and ultimate duplication. Following the crossing is considered by the community to be implementation of management measures, there essential. are not expected to be any significant detrimental planning or land use impacts as a result of the The Project would improve pedestrian and cyclist Project. connectivity to key destinations including Victoria Park. Social In addition, the new bridge could potentially The Social Impact Assessment has assessed the become a structure of note within the region and social impacts of the Project on residents, visitors contribute to the success of the proposed Bridge and businesses, community groups, community Arts Project in NSW. facilities and places of special interest within the Overall, the social impacts of the Project are study area. considered to be low, although there could be Social issues and impacts assessed included: short-term moderate impacts during construction. Potential impacts associated with construction of  The potential social benefits of the Project, the Project on the Southern 80 Ski Race would be including safety improvements and mitigated by the Project’s design, VicRoads’ opportunities for amenity improvements standard environmental protection measures and  The implications for local and regional residents other specific Project commitments. and businesses in terms of access to properties and services

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However, the final operation of the Project would Within Victoria Park, the introduction of road and have a moderately negative impact on visitors to bridge infrastructure was assessed as resulting in a Victoria Park and a minor negative impact on moderate to high impact on the visual amenity and members of the Echuca Lawn Tennis Club, who key views of the river floodplains. However, the would experience varying degrees of change to new road and bridge would provide motorists and existing visual amenity and increased noise levels. shared pathway users with a new elevated view of the floodplains. Predicted changes to visual amenity and increased noise levels could also have a minor negative Similarly, the Project would have a high impact on impact on a small number of permanent residents the recreational values of Victoria Park through the of Echuca Holiday Park and long-term annual permit removal of open space and vegetation, the holders who may choose to holiday in a different severance of walking paths and access roads, and location. the introduction of highly visible road and bridge infrastructure. Lighting and noise would also be There would be no material difference between the associated with the construction and operation of ultimate duplication and the initial alignment in the road. terms of social impacts, since the land acquisition and severance associated with the Project would These impacts could only be partially mitigated by occur when the proposed Right-of-Way was reinstating shared pathways and access road established. Changes to local amenity, associated connections and planting vegetation between the with the upgrade to the ultimate duplication, would road and affected areas of Victoria Park. be minor. In contrast, one the Project’s major benefits would Landscape and visual amenity be its contribution to the area’s bicycle and walking networks through the provision of on-road bicycle The landscape and visual effects of the Project on lanes in both directions and an off-road shared the study area were assessed against the following pathway following the length of the preferred set of landscape planning sub-objectives: alignment.  Protect the scenic amenity, cultural and natural In summary, after 10 years of operation, the heritage and recreational values of the Murray Project would meet the landscape planning sub- River objectives moderately well.  Protect the visual amenity and key views of the The application of VicRoads’ standard environmental river floodplains protection measures and additional Project-specific management measures would not mitigate the  Protect the recreational amenity of Victoria Park impacts of the Project entirely, but would reduce  Protect the scenic amenity, natural heritage and these impacts to a moderate level. recreational values of the Campaspe River Catchment values  Enhance existing networks that provide cycling and walking accessibility and connectivity. The Hydrology Impact Assessment examined the potential impacts of the Project on the surface The Landscape and Visual Impact Assessment was water, groundwater, existing flood patterns and the informed by the existing conditions of the study river morphology of Echuca-Moama. area. Within Victoria, the study area was assessed as having six main landscape character types. Existing flood conditions for the study area were Landscape character types that contained a higher determined based on a previous study (SKM, 1997) number of positive attributes across a larger area that developed a flood frequency model were assessed as being relatively more significant extrapolated from over 100 years of flood data. than those containing fewer attributes across These existing conditions were used to build a smaller areas. The Murray River, river floodplains model to assess the impact of the Project on and Victoria Park’s active recreation areas were hydraulic conditions in the study area. assessed as being the most significant landscape Assuming the implementation of VicRoads’ standard character types. environmental protection measures and Project- Overall, the introduction of a new twin bridge specific management measures, the modelled structure across the Murray River would have a impact of the Project on existing flood conditions is very high impact on its scenic, recreational, cultural expected to be minor. and natural heritage values. The modelling indicates that the flood level across a The highest impacts would be during construction, range of flood events up to the 100 year ARI event although given the close proximity of the bridge to would only increase by 3 to 5cm at affected house boat moorings and its visibility to passing locations near the proposed Warren Street paddle-steamers, the impacts would continue roundabout. This is a very small increase relative to through the operational phase. existing peak flood water levels at these locations. However, if the bridge was designed to be a clear As part of the Project, existing culvert systems span over the Murray River with an elegant under Warren Street would be moved and upgraded structure that contributed to the landscape, these to allow for greater efficiency in conveying flood impacts would be reduced to a high level. waters across the floodplain, thereby minimising flood impacts.

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Water quality impacts to the Campaspe River There would be a need to import a large amount of associated with sedimentation and stormwater fill for the Project, approximately 350,000m3. Fill runoff during construction and operation are materials would be sourced from VicRoads- considered to be minor. approved quarries and borrow pits. In this way, all soils would comply with relevant requirements to Construction of the bridge piers adjacent to the prevent importation of contaminated fill materials. Murray River represent the greatest risk to catchment values, through potential adverse The potential to encounter or cause soil erosion is impacts on water quality, damage or removal of considered a low risk. This is because the most riparian vegetation and destabilisation of the river erosion-prone areas within the proposed Right-Of- bank. Way are limited to the river crossing points. VicRoads standard environmental protection However, these impacts are considered to be minor measures would reduce any erosion caused by the following the implementation of VicRoads’ standard Project so that the environmental impact would be environmental protection measures and Project- minor. Detailed geotechnical site investigations, specific environmental management measures, and supplemented by specific engineering design for the due to design elements such as the incorporation of Project, would minimise the potential for soil adequately-sized spill basins. settlement and erosion. As the Project would be constructed mainly on fill, it No historic land uses in the study area indicate the is not expected that groundwater would be presence of existing land contamination. Phase 1 impacted due to excavation. The impact on the environmental site assessments (ESAs); required by quality of the groundwater due to the construction the Environment Protection Authority Victoria (EPA) of the bridge piers is likely to be minor when under the State Environment Protection Policy appropriate management measures are (Prevention and Management of Contamination of implemented. Land) would be conducted to test the preferred Overall, construction and operation of the Project is alignment for contamination. If any contamination not considered to have significant impacts on the was identified, Phase 2 ESAs would be undertaken function, values or beneficial uses of the Murray and to locate and classify the contamination. With the Campaspe rivers, or on groundwater. Flooding information obtained from these ESAs it would be impacts would be minor and apply only to specific possible to alter the Project’s design and minimise locations, and the design of Warren Street would the ground disturbance at contaminated sites. increase flood protection for sections of this road. The geologically sensitive area of the sand hill would Moreover, the Project would provide a second flood be protected from any subsurface disturbance. evacuation route up to the 100 year ARI event for the townships of Echuca and Moama. The identified soils and geology risks associated with the Project would be appropriately managed Soils and geology with a combination of VicRoads and Roads and Maritime Services standard environmental The Soils and Geology Impact Assessment protection measures and Project-specific examined the potential for the Project to encounter environmental management measures. adverse geological conditions, affect soil stability, damage geomorphology, cause soil erosion and/or Air and noise potentially expose contaminated materials. The Air Impact Assessment examined the extent to Even though there is currently limited information which the construction and operational phases of on the soil properties and characteristics of the the Project would impact on the air quality of the study area, and specific areas which may be more Echuca-Moama region. susceptible to soil settlement cannot be accurately identified, the potential to encounter or cause soil A qualitative assessment of the impact of the erosion is considered a low risk. This is because the Project’s construction on air quality was undertaken most erosion-prone areas within the proposed by considering the potential impacts from dust and construction area are limited to the river crossing emissions from construction vehicles and points. VicRoads’ standard environmental protection machinery. measures would reduce any erosion caused by the The assessment found the Project’s construction Project to ensure the environmental impact was would have the potential to impact local air quality, minor. however these impacts would be temporary and Detailed geotechnical site investigations, would be mitigated using methods applied supplemented by specific engineering design for the successfully by VicRoads as part of similar recent Project, would minimise the potential for soil road construction projects, in accordance with the settlement and erosion. EPA Victoria’s Best Practice Environmental The geomorphology of the Echuca-Moama area, Management Guidelines for Major Construction characterised by the extensive, flat floodplains and Sites (1996) (EPA Victoria Publication 480). These the deep river channels of the Murray and measures would include proactive air quality Campaspe rivers, would be unaltered by the monitoring to ensure that any exceedances are Project. The design of the proposed bridge, identified and addressed. abutments and piers would minimise impacts on the geomorphic stability.

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To assess the operational impacts of the Project,  The Project – predicted noise levels in 2029 for VicRoads’ Air Quality Screening Tool (AQST) was the initial alignment, with management used to determine the likely worst-case measures concentrations of traffic exhaust emissions, with  The Project – estimated noise levels for the predicted traffic volumes obtained from the traffic ultimate duplication, following the modelling study used in the Traffic and Transport implementation of management measures. Impact Assessment. The Noise Impact Assessment found that, without Even at the closest sensitive receptors to the any mitigation measures, the maximum noise levels preferred alignment, concentrations of nitrogen permitted to achieve compliance with VicRoads dioxide and particulate matter are predicted at less Traffic Noise Reduction Policy (2005) would be than 10 microns, which would be substantially less exceeded at residential properties in Crofton Street than State Environment Protection Policy (SEPP) and Echuca Holiday Park. (Air Quality Management) intervention levels. However, by applying mitigation measures such as It is therefore expected the Project would easily low noise asphalt road pavement and noise barriers, meet the SEPP (AQM) levels and objectives for air the predicted operational noise levels would comply quality. with the VicRoads Traffic Noise Reduction Policy. The Project would also reduce some congestion on In the context of this policy it is considered that the the existing bridge and road network, which would impacts of noise on amenity in residential areas provide more efficient traffic movement and a during operation of the Project would not be reduction in total vehicle emissions across the local significant. Whilst the VicRoads Traffic Noise road network. Reduction Policy does not apply to recreational The Noise Impact Assessment examined the extent facilities or larger areas of passive use, noise to which the construction and operational phases of mitigation measures for residential receptors would the Project would impact on nearby sensitive in some instances also reduce noise impacts to receptors. some public open space and parkland areas. The study area for the Noise Impact Assessment It is noted that, following implementation of encompassed an area within 300m of the centreline mitigation measures, apparent noise levels at some of the preferred alignment. residential receptors and at Victoria Park would still The potential noise and vibration impacts from be around twice as loud and apparent noise levels construction of the Project were assessed by at the Echuca Lawn Tennis Club would be much considering the potential for impacts based on the louder than the ‘No Project’ scenario. Chapter 14 construction activities and equipment likely to be discusses the social impacts associated with these used. increased noise levels. It was found there would be the potential for construction activities to cause noise impacts at the Regional and local economy nearest affected sensitive receptors, particularly The Economic Impact Assessment examined the during corridor clearing and site establishment potential effects of the Project on Echuca-Moama’s when heavier machinery is likely to be used. local and regional economy. However, a combination of controls, including The Project would generate an average of 1,410 restrictions on working hours and implementation of full-time equivalent (FTE) direct and indirect jobs VicRoads’ standard environmental protection per year, and a wage spending stimulus of measures, would reduce noise during construction approximately $18 million over the three-year as far as practicable. It is considered the impacts of construction period. noise from construction of the Project would be minor to moderate. In any given year over the construction period, it is estimated that up to 540 direct FTE jobs will be Equipment that is most likely to cause vibration created, and up to 870 indirect FTE jobs will be during the Project’s construction includes pile supported by the project. drivers, hydraulic rock breakers, jackhammers, bulldozers, vibratory rollers and trucks. With the Much of this labour would be sourced from the local implementation of VicRoads’ standard and regional workforce providing employment environmental protection measures and Project- opportunities for local residents. specific environmental management measures, it is considered the impacts of vibration from Additionally, the Project would provide the construction of the Project would be moderate. opportunity for training and upskilling of the local workforce and for the expansion of local and Modelling of future operational noise levels for the regional businesses to service the primary Project was undertaken for the following scenarios: contractor and temporary construction workers.  The ‘No Project’ scenario – predicted noise Once operational, the Project would improve access levels in 2029 without the Project and efficiency for heavy vehicles, which would benefit industry and agricultural operators.  The Project – predicted noise levels in 2029 for the initial alignment, without mitigation Improved efficiency of movement during peak measures periods would benefit tourism-related businesses

xxiii and improve access to and from major events such The guideline has been developed to assist as the annual Club Marine Southern 80 Ski Race. VicRoads staff in the management of the The Project could also facilitate the opportunity to environment in relation to the planning, develop the Bridge Arts Project in NSW. development and delivery of road construction projects. The Project would be delivered in In addition, removal of heavy vehicles from the accordance with VicRoads’ Environmental Echuca and Moama town centres would improve Management System and the guideline. amenity and allow for planning and investment to create more connected, well-functioning and VicRoads would prepare a construction contract attractive shopping and dining areas. specification(s) for the Project to articulate the requirements for the Project. VicRoads has standard Potential construction impacts associated with the contract specifications that contain environmental preferred alignment could include: protection measures developed to address  Amenity impacts at Echuca Holiday Park environmental management principles and potentially reducing patronage and causing a legislative requirements. loss of revenue The specification clauses would be further  Disruption to river-based businesses such as developed to address specific risks and paddle-steamer and houseboat businesses, management measures identified for the Project in causing loss of revenue this EES where these are not adequately addressed by the specification.  Displacement of local residents and increased rental prices if temporary construction workers The construction contractor(s) would be required as enter the rental market. a condition of contract to prepare a Project-specific EMP for construction. The EMP would be required to Potential operational impacts associated with the address the range of environmental risks and preferred alignment could include amenity impacts impacts and proposed management measures at the Echuca Holiday Park due to its proximity to identified in the EES. the preferred alignment, resulting in loss of patronage and revenue. The EMP would incorporate the following: It is expected that construction and operational  A statement of scope and purpose and the impacts of the ultimate duplication would be similar environmental objectives to those determined for the initial alignment.  A schedule of environmental elements that are The potential impacts of the Project would be expected to be affected by the works under the minimised through the implementation of VicRoads’ contract including an outline of proposed standard environmental protection measures, the mitigation treatments and proposed timeframes Project-specific environmental management  The identification of work activities and an measures recommended in other specialist assessment of their potential impacts and assessments and management measures outlined in associated risks to onsite and offsite Chapter 6. environmental receptors (e.g. community, For the construction period, the Project is expected including tourism events, land uses, waterways, to have a moderate to high positive impact on the floodways, flora and fauna, cultural heritage) local and regional economy. During the operational including times when the contractor is not on phase the positive impact of the Project is expected site, including but not limited to matters to be moderate when compared against the no covered in this specification. project scenario. Revisions to the construction contractor(s) environmental documentation may be required as a Environmental Management Framework result of reviews, changes in activities and work The purpose of the EMF is to provide a transparent practices, legislation, aspects and impacts, or as a framework with clear accountabilities for managing result of internal or external audit findings, environmental effects and impacts associated with incidents or complaints. construction and operation of the Project. Operational phase The key roles and responsibilities for the construction and operational phases of the Project VicRoads would be responsible for ongoing in Victoria are listed in Chapter 20. management of the Victorian portion of the Project post-construction, while Roads and Maritime Construction phase Services would be responsible for ongoing management of the NSW portion of the Project VicRoads and Roads and Maritime Services would post-construction. appoint one or more construction contractor(s) who would be responsible for construction works for the The key activities would comprise ongoing road Project. maintenance. VicRoads and Roads and Maritime Services may appoint contractors to complete VicRoads has established an Environmental Risk specific maintenance tasks as required during Management Guideline to define and aid the operation. These contracts would be managed in implementation of its Environmental Management accordance with the relevant authorities’ practices, System for construction and maintenance projects. standards and legislative obligations.

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To manage its obligations as the responsible road  The Project would be consistent with the authority under the Road Management Act, adoption of the precautionary principle, in that VicRoads currently has area-wide contract all impact assessments have been undertaken arrangements in place for the maintenance of the assuming the final fully developed Project arterial road network. These contracts include the footprint and the associated scale, character routine maintenance of pavement, shoulders, and intensity of impacts on the economic, social roadside areas, drainage systems, road furniture and biophysical environment and structures on the arterial network and require  In doing so, the Project integrates both long and the contractor to have an EMP in place. short term economic, environmental, social and A Project Environment Protection Strategy (PEPS) equity considerations and risk assessment has been developed by  The Project has involved an extensive VicRoads to address maintenance activities for the community engagement process that has specific area-wide maintenance contracts. The PEPS facilitated community involvement. Input from addresses any additional matters that need to be the community on the use of recreational included in the maintenance contract specification facilities, impacts on public open space, and the and the maintenance contractor’s EMP. As per the Project’s predicted substantial reduction in process for construction, the maintenance heavy vehicle traffic in the Echuca and Moama contractor’s EMP would be subject to regular town centres has influenced Project outcomes. monitoring, revision, audit, reporting and review. This EES documents the predicted risks and impacts A summary of the results of environmental of the Project and identifies management measures monitoring and studies conducted subsequent to to reduce the residual impacts to an acceptable the EES would be communicated through forums level. including a Project website and community information bulletins. EES Exhibition Conclusion The EES is exhibited together with the draft Planning Scheme Amendment (for the Campaspe The EES for the Project has included the preliminary Planning Scheme), the REF and the Preliminary assessment of three alignment options and an Documentation. The intention is to request a integrated detailed assessment of the preferred Ministerial amendment to the Planning Scheme alignment for the Project, considering a range of (under Section 20(4) of the Planning and environmental, social and economic criteria. Environment Act) and therefore there may be no The Project is consistent with the goal of further opportunity for public comment on these ecologically sustainable development for the amendments beyond the current exhibition period. following reasons: The EES, draft Planning Scheme Amendment, REF  The Project would achieve sustainable benefits and Preliminary Documentation have been placed in transport efficiency within Echuca-Moama, on exhibition for public comment from 27 August and a demonstrable ability to meet appropriate 2015 until 9 October 2015 and may be examined levels of service within the local road network during normal business hours at the following and at the two key river crossings locations:  The Project would make a significant  Campaspe Shire Council, corner of Hare & contribution to the local economy during the two Heygarth Streets, Echuca, Phone: 1300 666 535 construction phases, and provide the (free within the shire) environment within which local businesses and  Campaspe Regional Library, 310 Hare Street, the community could take advantage of Echuca, Phone: (03) 5481 2400 improved local traffic conditions to make functional and design improvements to local  Murray Shire Council, Moama Branch Office, 6 business districts and assets Meninya Street, Moama, Phone: (03) 5482 3852  The Project would provide associated benefits  Department of Environment, Land, Water & for the social environment of Echuca and Planning, Loddon Mallee Region, Level 1, 56- Moama, given their interdependent nature, and 60 King Street, Bendigo, Phone: (03) 4433 strengthen the role of the existing and proposed 8056 bridge crossings that provide accessibility,  connectivity and support social cohesion State Library of Victoria, 328 Swanston Street, Melbourne, Email: [email protected]  The Project would promote community  resilience, and provide an alternative crossing of Department of the Environment, 33 Allara the Murray and Campaspe rivers during periods Street, Canberra, ACT of flooding on the two river systems VicRoads and Roads and Maritime Services will  The construction and operation of the Project conduct a community information session for the can be undertaken in a manner that actively EES and REF at the St Mary’s Hall, 224 Anstruther manages potential adverse impacts on the local Street, Echuca VIC 3564, from 12pm to 5pm on biophysical environment Wednesday 2 September 2015, and 2pm to 7pm on Thursday 3 September 2015.

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Obtaining and purchasing copies of the Alternatively, by appointment at: EES Department of Environment, Land, Water and The EES, draft Planning Scheme Amendment, Planning, Level 1, 56-60 King Street, Bendigo. Preliminary Documentation and supporting For an appointment, please call (03) 4433 8056. documents can be viewed and downloaded from the VicRoads website at www.vicroads.vic.gov.au. The All REF submissions will be addressed by Roads and REF can be viewed and downloaded from the Roads Maritime Services with responses published in a and Maritime Services submissions report. website www.rms.nsw.gov.au. All submissions to the Preliminary Documentation Note: If you experience any problems downloading will be addressed by VicRoads and Roads and any of the exhibited documents or require Maritime Services and provided to the assistance accessing them please contact VicRoads Commonwealth Department of the Environment. or Roads and Maritime Services on the phone number or emails below. Inquiry hearing process (EES only) Free copies of the EES Summary Brochure and a An Inquiry Panel will be appointed by the Minister DVD of the complete EES Main Report, Technical for Planning under the Environment Effects Act to Reports, draft amendment and Preliminary consider the exhibited documents and public Documentation are available at display locations submissions. The Inquiry Panel may also be and from VicRoads. To access a copy, appointed as an Advisory Committee under the email [email protected] or call (03) Planning and Environment Act. 5434 5024. Hard copies of the EES Main Report and Technical Reports are available for purchase at $75 The Inquiry Panel will hold a Directions Hearing on each. 27 October 2015 at which anyone who has made a written submission may request to be heard at the A DVD/USB of the complete REF and Technical subsequent hearing. Requests to be heard by the Reports are available for purchase from Roads and Inquiry Panel must be received prior to or at the Maritime Services at $10 each. To access a copy, Directions Hearing. email [email protected] or call (02) 6937 1604. Hard copies of the REF Main The Inquiry Panel is expected to commence in the Report and Technical Reports are available for week starting 16 November 2015. Information on purchase at $25 each. the Inquiry Panel process and timetable for the hearings will be published on the Internet as it becomes available – www.delwp.vic.gov.au/echuca- How to lodge a submission moama-bridge-ees Interested persons and organisations wishing to Following the public hearing, the Inquiry Panel will make a formal submission on the EES, draft provide a report to the Minister for Planning, Planning Scheme Amendment, REF or Preliminary including recommendations on the proposal and its Documentation are invited to make submissions by impacts. The Minister for Planning will then issue a 5.00pm 9 October 2015. formal Assessment of the proposal to the relevant Submissions on the EES, REF and Preliminary decision-makers to inform their final decisions on Documentation can be made online applications for approval. at: www.delwp.vic.gov.au/echuca-moama-bridge- ees. You must complete the online submission Questions coversheet and indicate whether your submission Questions relating to the Echuca-Moama Bridge relates to the EES, REF or Preliminary Project should be directed to Donna Clusker at Documentation (or all three). VicRoads – Phone: (03) 5434 5180, or Tim Wilson Parties wishing to post in a written submission will at Roads and Maritime Services – Phone: (02) 6937 need to contact Planning Panels Victoria on 1604, depending on the jurisdiction. (03) 8392 6393 to obtain a hard copy of the Questions relating to the EES process should be submission coversheet. directed to Fiona Murray at the Department of Submissions will be treated as public documents. All Environment, Land, Water and Planning – Phone: submissions must state the name and postal (03) 4433 8056. address of the person making the submission. Questions relating to the REF process should be Please read the privacy notice on the EES directed to Tim Wilson at Roads and Maritime submission coversheet to see how submissions may Services – Phone: (02) 6937 1604. be used. Anonymous submissions will not be considered. Questions relating to the Preliminary Documentation process should be directed to EES submissions will be made available for any Helen Searle, Commonwealth Department of the person to inspect at the following locations: Environment – Phone: (02) 6275 9119. Campaspe Regional Library, 310 Hare Street, Questions relating to the public Inquiry process Echuca, Phone: (03) 5481 2400 should be directed to Greta Grivas at Planning Panels Victoria on: (03) 8392 6393 or email [email protected].