Ten Tunnels Deviation Modifications Review of Environmental Factors

Home , NSW TrainLink D set, NSW TrainLink H set, NSW TrainLink V set, Zig Zag (railway), Zig Zag Railway

New Intercity Fleet Ten Tunnels Deviation Modifications Review of Environmental Factors

February 2018 New Intercity Fleet - Ten Tunnels Deviation Modifications Review of Environmental Factors

Ref–5889221

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 1 Contents Abbreviations ...... 6 Definitions ...... 8 Executive summary ...... 11 1 Introduction ...... 16 1.1 Overview of the Project ...... 16 1.2 Location of the Project ...... 17 1.3 History of the Ten Tunnels Deviation ...... 19 1.4 Existing infrastructure and land uses ...... 19 1.5 Purpose of this Review of Environmental Factors ...... 24 2 Need for the Project ...... 25 2.1 Strategic justification ...... 25 2.2 Need for the Project ...... 25 2.3 Operational needs ...... 26 2.4 Project options ...... 26 3 Description of the Project ...... 28 3.1 The Project ...... 28 3.2 Construction activities ...... 42 3.3 Property acquisition ...... 47 3.4 Operation management and maintenance ...... 47 4 Statutory considerations ...... 51 4.1 Commonwealth legislation ...... 51 4.2 NSW legislation and regulations ...... 51 4.3 State Environmental Planning Policies ...... 53 4.4 Local environmental planning instrument and development controls ...... 55 4.5 NSW Government policies and strategies ...... 56 4.6 Ecologically sustainable development ...... 57 5 Community and stakeholder consultation ...... 59 5.1 Stakeholder consultation during concept design ...... 59 5.2 Consultation requirements under the Infrastructure SEPP ...... 59 5.3 Consultation strategy ...... 60 5.4 Public display ...... 60 5.5 Aboriginal community involvement ...... 61 5.6 Ongoing consultation ...... 61 6 Environmental impact assessment ...... 62 6.1 Non-Indigenous heritage ...... 62 6.2 Noise and vibration ...... 73 6.3 Traffic and transport ...... 82 6.4 Urban design, landscape and visual amenity ...... 85 6.5 Socio-economic impacts ...... 88 6.6 Indigenous heritage ...... 89 6.7 Biodiversity ...... 90 6.8 Soils and water ...... 93 6.9 Air quality ...... 96 6.10 Other impacts ...... 97 6.11 Cumulative impacts ...... 98 6.12 Climate change and sustainability ...... 100

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 2 7 Environmental management ...... 102 7.1 Environmental management plans ...... 102 7.2 Mitigation measures ...... 102 8 Conclusion ...... 111 References ...... 112 Appendix A Consideration of matters of National Environmental Significance ...... 114 Appendix B Consideration of clause 228 ...... 115 Appendix C Neutral or beneficial effect assessment ...... 118 Appendix D Landscape and visual impact assessment ...... 120 Appendix E Threatened communities, flora and fauna tables ...... 122 Appendix F Biodiversity Conservation Act 2016 Assessments of Significance...... 143

Figures Figure 1 Planning approval and consultation process for the Project ...... 14 Figure 2 Regional context of the Project site ...... 18 Figure 3 Generic long section (or side profile) of Tunnels 1 to 8 and 10 ...... 20 Figure 4 Generic cross section of Tunnels 1 to 8 and 10 ...... 20 Figure 5 View of Tunnel 1 showing the interface between brick and concrete linings...... 21 Figure 6 View of Sydney end portal of Tunnel 7 ...... 21 Figure 7 Existing toe notching at internal safety refuge on down track wall of Tunnel 2 ...... 22 Figure 8 View of cable tray and existing notching at Sydney end portal of Tunnel 3 ...... 22 Figure 9 Detail of overhead wiring structures at Tunnel 8 ...... 23 Figure 10 View of gradient / radius / survey marker in Tunnel 10 ...... 23 Figure 11 Image from the 3D tunnel survey ...... 28 Figure 12 Typical tunnel cross section showing an infringement ...... 30 Figure 13 Proposed treatment overview for Tunnel 1 (prepared by GHD) ...... 32 Figure 14 Proposed treatment overview for Tunnel 2 (prepared by GHD) ...... 33 Figure 15 Proposed treatment overview for Tunnel 3 and Tunnel 4 (prepared by GHD) ...... 34 Figure 16 Proposed treatment overview for Tunnel 4 and Tunnel 5 (prepared by GHD) ...... 35 Figure 17 Proposed treatment overview for Tunnel 5 and Tunnel 6 (prepared by GHD) ...... 36 Figure 18 Proposed treatment overview for Tunnel 6 and Tunnel 7 (prepared by GHD) ...... 37 Figure 19 Proposed treatment overview for Tunnel 8 and Tunnel 9 (prepared by GHD) ...... 38 Figure 20 Proposed treatment overview for Tunnel 10 Sydney end (prepared by GHD) ...... 39 Figure 21 Proposed treatment overview for Tunnel 10 Lithgow end (prepared by GHD) ...... 40 Figure 22 Diagram of a rock bolt ...... 41 Figure 23 Example excavator with cutting head ...... 44 Figure 24 Example elevated work platform with road rail / hi-rail vehicle attachments ...... 45

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 3 Figure 25 Proposed construction compound – Tunnel 1 ...... 48 Figure 26 Proposed construction Compound – Tunnels 2 / 3 ...... 49 Figure 27 Proposed construction compound – Tunnels 9 / 10 ...... 50 Figure 28 Representative receiver locations in relation to the tunnel portals ...... 74

Tables Table 1 Length of proposed tunnel lining modifications (in metres) ...... 31 Table 2 Indicative construction staging ...... 43 Table 3 Other legislation applicable to the Project ...... 52 Table 4 Relevant provisions of the Lithgow LEP ...... 55 Table 5 NSW Government policies and strategies applicable to the Project ...... 56 Table 6 Infrastructure SEPP consultation requirements ...... 59 Table 7 Great Zig Zag Railway and Reserves (SHR# 01037) statement of significance ...... 64 Table 8 Great Zig Zag Railway deviation tunnels (SHR# 01037) grades of significance ...... 65 Table 9 Great Zig Zag Railway and Reserves (SHR# 00542) statement of significance ...... 66 Table 10 Summary of impacts to the Ten Tunnels Deviation ...... 69 Table 11 Representative receivers ...... 73 Table 12 Unattended noise monitoring details ...... 75 Table 13 Construction NMLs for residential receivers ...... 76 Table 14 Preferred and maximum vibration dose values for intermittent vibration (m/s1.75) .....76 Table 15 DIN 4150: Structural damage safe limits for building vibration velocity ...... 77 Table 16 Predicted noise impacts at representative residential receivers in dB(A) ...... 79 Table 17 Safe working distances of vibration intensive equipment...... 80 Table 18 Blue Mountains Line weekday services ...... 82 Table 19 Impacts to landscape character zones ...... 86 Table 20 Development within proximity to the Project site ...... 99 Table 21 Greenhouse gas emission categories ...... 100 Table 22 Proposed mitigation measures ...... 102 Table 23 Threatened ecological communities ...... 123 Table 24 Assessment of significance of bats likely to occur in the Project site ...... 144

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 4 Document control

Status: Final

Date of issue: January 2018

Version: Rev.04

Document authors Paul Himberger, Kristen Foley, Jamie McMahon (AECOM):

Document reviewers Richard Farmer, Scott Jeffries (AECOM):

Document reviewers Natalie Green, Ashe Earl-Peacock, Lynne Clayton, Duke Koscica, Ben (Transport for NSW): Groth, Justin Perrott, Ingrid Segovia, Rachael De Zylva, Andrew Ha, Murray Harris, Julie Sundqvist, Louise Sureda

Disclaimer: AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 5 Abbreviations

Term Meaning

AHIMS Aboriginal Heritage Information Management System

ASA Asset Standards Authority (refer to Definitions)

BC Act Biodiversity Conservation Act 2016

BoM Bureau of Meteorology

CEMP Construction Environmental Management Plan

CNS Construction Noise Strategy (TfNSW, 2017)

CNVMP Construction Noise and Vibration Management Plan

dB Decibel

DP&E NSW Department of Planning and Environment

ECM Environmental Controls Map

EMS Environmental Management System

EPA Environment Protection Authority

EP&A Act Environmental Planning and Assessment Act 1979 (NSW)

EP&A Regulation Environmental Planning and Assessment Regulation 2000 (NSW)

EPBC Act Environment Protection and Biodiversity Conservation Act 1999 (Cwlth)

EPL Environment Protection Licence

ESD Ecologically Sustainable Development (refer to Definitions)

Heritage Act Heritage Act 1977 (NSW)

ICNG Interim Construction Noise Guideline (Department of Environment and Climate Change, 2000)

Infrastructure SEPP State Environmental Planning Policy (Infrastructure) 2007 (NSW)

LAeq The energy average noise level

LA90 Noise level exceeded for 90 per cent of sample period

LEP Local Environmental Plan

LGA Local Government Area

NML Noise Management Levels

NorBE Neutral or Beneficial Effect

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 6 Term Meaning

NPW Act National Parks and Wildlife Act 1974 (NSW)

OEH NSW Office of the Environment and Heritage

POEO Act Protection of the Environment Operations Act 1997 (NSW)

RBL Rating Background Level

REF Review of Environmental Factors (this document)

SEPP State Environmental Planning Policy

SHR State Heritage Register

SoHI Statement of Heritage Impact

TEC Threatened Ecological Communities

TfNSW Transport for New South Wales

TMP Traffic Management Plan

UNESCO The United Nations Educational, Scientific and Cultural Organization

WARR Act Waste Avoidance and Resource Recovery Act 2001 (NSW)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 7 Definitions

Term Meaning

Asset Standards The ASA is an independent body within TfNSW, responsible for engineering Authority governance, assurance of design safety, and ensuring the integrity of transport and infrastructure assets. Design Authority functions formerly performed by RailCorp are now exercised by ASA.

Carriages / cars Individual pieces of rolling stock designed to carry passengers.

Concept design The concept design is the preliminary design presented in this REF, which would be refined by the construction contractor (should the Project proceed) to a design suitable for construction (subject to TfNSW acceptance).

Curtilage The boundary of the relevant heritage listing (i.e. the area of land surrounding an item or area of heritage significance which is essential for retaining and interpreting its heritage significance).

Detailed design Detailed design broadly refers to the process that the construction contractor undertakes (should the Project proceed) to refine the concept design to a design suitable for construction (subject to TfNSW acceptance).

Determination TfNSW is a determining authority for projects which require assessment under Part 5 of the EP&A Act and must undertake this role in accordance with Section 111. To make a determination, TfNSW will prepare a report to document the consideration of the relevant legislative requirements and the potential environmental impacts of the project and determine whether these impacts are likely to be significant. TfNSW may also impose conditions of approval, as part of the determination.

Down track The rail track which carries trains in the direction of Lithgow from Sydney.

Dual line running Dual line running involves using two tracks (one track in each direction) allowing trains to pass each other, compared to a single line running where trains in both directions share the same track.

Ecologically As defined by clause 7(4) Schedule 2 of the Environmental Planning and Sustainable Assessment Regulation 2000. Development Development that uses, conserves and enhances the resources of the community so that ecological processes on which life depends are maintained, and the total quality of life, now and in the future, can be increased.

Feasible A work practice or abatement measure is feasible if it is capable of being put into practice or of being engineered and is practical to build given project constraints such as safety and maintenance requirements.

Haunch The haunch refers to the upper half of the tunnel lining (also refer to Figure 12).

Kinematic The outline of the space around a train when in motion, taking into account the envelope train’s tilt and sway.

New Intercity The New Intercity Fleet is a new fleet of trains that will replace the existing Fleet intercity fleet, and is intended to service the Central Coast and Newcastle, the Blue Mountains and the South Coast Lines.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 8 Term Meaning

Noise sensitive In addition to residential dwellings, noise sensitive receivers include, but are not receiver limited to, hotels, entertainment venues, pre-schools and day care facilities, educational institutions (e.g. schools, TAFE colleges), health care facilities (e.g. nursing homes, hospitals), recording studios and places of worship/religious facilities (e.g. churches).

Notching Notching refers to the process of cutting back or milling the tunnel lining. This is typically achieved through the use of road headers, jackhammers or hand tools.

NSW TrainLink NSW Trains (NSW TrainLink) was established in July 2013 to provide long distance transport services including intercity rail services and regional and interstate rail and coach services.

Out of hours Defined as works outside standard construction hours (i.e. outside of 7am to works 6pm Monday to Friday, 8am to 1pm Saturday and no work on Sundays/public holidays).

Portal The portal refers to the arched entrances and exits to each of the tunnels. The terms ‘towards Lithgow’ or ‘towards Sydney’ denote location and orientation.

Project The construction and operation of the New Intercity Fleet – Ten Tunnels Deviation Modifications.

Project site The rail corridor between the eastern portal of Tunnel 1 (Sydney end) to the western portal of Tunnel 10 (Lithgow end) and temporary construction compounds (between Tunnel 2 and Tunnel 3,at the end of Tunnel 9 and approximately 500 metres east of the Sydney end of Tunnel 1) – refer to Figure 2, Figure 25, Figure 26 and Figure 27.

Proponent A person or body proposing to carry out an activity under Part 5 of the EP&A Act - in this instance, TfNSW.

Reasonable Selecting reasonable measures from those that are feasible involves making a judgment to determine whether the overall benefits outweigh the overall adverse social, economic and environmental effects, including the cost of the measure.

Road header A road header is an excavation machine that has a rotating, cutting ‘pineapple’ head on the front, mounted to a boom. A loading device transfers the spoil onto a conveyor belt which runs the spoil onto haulage trucks

Rock bolt A rock bolt is a long steel anchor bolt used to stabilise rock walls and excavations, and which may be used in tunnels or rock cuttings. It is used to provide additional support to open faces by transferring load away from the face of the structure to the deeper parts of the rock mass.

Routine rail A rail possession is the term used to indicate that they have taken possession of possession the track (usually a block of track) for a specified period, so that no trains operate for a specified time. This is necessary to ensure the safety of workers and rail users. Routine rail possessions are scheduled closures that would occur regardless of the Proposed Activity.

Sensitive Land uses which are sensitive to potential noise, air and visual impacts, such as receivers residential dwellings, schools and hospitals.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 9 Term Meaning

Single line Single line running is where trains in both directions share the same track. running Signals are used to manage trains so that trains can use the track in either direction.

Sydney Trains From 1 July 2013, Sydney Trains replaced CityRail as the provider of metropolitan train services for Sydney.

Toe The toe refers to the lower half of the tunnel lining (also refer to Figure 12).

Train sets A series of train carriages / cars that are linked together for a particular service.

Up track The rail track which carries trains in the direction of Sydney from Lithgow.

V-Set A class of electric passenger train that is part of the existing intercity fleet that operates on the Central Coast & Newcastle Line and Blue Mountains Line.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 10 Executive summary

Overview

Transport for NSW (TfNSW) was established in 2011 as the lead agency for integrated delivery of public transport services across all modes of transport in NSW. TfNSW is the proponent for the Ten Tunnels Deviation Modifications (the Project). This Review of Environmental Factors (REF) has been prepared to assess the environmental impacts associated with the construction and operation of the Project under the provisions of Part 5 of the Environmental Planning and Assessment Act 1979 (EP&A Act).

New Intercity Fleet Program

In May 2014, the NSW Government announced it is delivering the New Intercity Fleet to replace trains carrying customers from Sydney to the Central Coast, Newcastle, Blue Mountains and the South Coast. The introduction of the New Intercity Fleet will allow for the replacement of the older electric trains currently used to provide intercity services. These ageing electric trains are experiencing a number of adverse operational impacts relating to a decline in their reliability and availability on the network, increasing maintenance costs and reducing customer amenity. The New Intercity Fleet will: • provide a more consistent and improved level of customer service for intercity customers • facilitate the replacement of two electric train sets currently in operation • reduce the costs of intercity operations.

Ten Tunnels Deviation

The Ten Tunnels Deviation comprises 10 tunnels (and the associated rail corridor in between) located on the Blue Mountains Line between Newnes Junction Station and Zig Zag Station. Constructed between 1908 and 1910, the Ten Tunnels Deviation allowed for the bypassing of the original Zig Zag railway line which had caused safety concerns due to its steep slopes and complex turning movements. The tunnels comprise a concrete base slab with a down track which carries trains travelling from Sydney to Lithgow, and an up track which carries trains from Lithgow to Sydney. The tunnels are around six metres tall and vary in length from 79 metres to 790 metres. Tunnels 1 to 8 and Tunnel 10 have brick lined tunnel entrances (portals) and a fully brick lined arch, including brick sidewalls, that extend to around six metres into the tunnel from the portals. In between portal areas, the tunnels have concrete sidewalls up to around three metres above the rail level. Tunnel 9 is fully lined with brick, with no sections of concrete. The tunnels contain other ancillary infrastructure including an overhead wiring system, cable trays, light fittings, signalling boxes and other rail markers. There are historic safety refuges (recesses into the tunnel walls) located around every 50 metres which are no longer in use. Since their original construction and intended use for steam trains, the tunnels have been modified to accommodate the rollout of different train models including electrification of the network in 1957 and tunnel modifications in 1970s to accommodate the interurban V-Set. They are currently used by freight, diesel and electric passenger train services. The Ten Tunnels Deviation is listed on the State Heritage Register (SHR# 01037) as the ‘Great Zig Zag Railway deviation tunnels‘. It is also listed on the RailCorp Section 170 Heritage

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 11 and Conservation Register (#4800183) and the heritage schedule of the Lithgow Local Environmental Plan 2014 (LEP# I443).

The Project

The Project generally comprises: • minor modifications to sections of the lining of eight tunnels in the Ten Tunnels Deviation • minor modifications to ancillary infrastructure extending from the eastern portal of Tunnel 1 (Sydney end) to the western portal of Tunnel 10 (Lithgow end). The Project would accommodate the operation of the New Intercity Fleet trains which are wider and longer than the existing V-Set trains. The modifications would allow the Blue Mountains line to be consistent with the existing electrified rail network. Subject to approval, construction is expected to commence in 2018 and take around two years to complete. A detailed description of the Project is provided in Chapter 3 of this REF.

Options considered

Various options were considered to operate the New Intercity Fleet through the tunnels and achieve the necessary clearances required. To achieve the necessary clearances for the New Intercity Fleet so that trains could travel on both lines and pass each other, a rebuild option was initially proposed which would involve notching the tunnel walls, repositioning of the track and a modification of the track slab. This was discounted due to the resultant construction and heritage impacts. Options that involved single line running would also not allow trains to pass in the tunnels which would have a long-term impact on timetabling for the New Intercity Fleet, regional passenger services and freight services, and for this reason were also discounted. The preferred option, assessed in this Review of Environmental Factors, is for dual line running with a new sub-medium electric standard (which the New Intercity Fleet complies with). This option would allow the New Intercity Fleet to operate on both lines and pass each other, and therefore ensure better longer term operational outcomes, while also minimising heritage impacts through reduced tunnel lining modifications. Construction impacts for the preferred option would also be manageable, with the majority of works being able to be undertaken during scheduled rail possessions, and would not require an extended closure of the line (when compared to the other options) minimising disruption to freight and passenger services during construction.

Statutory considerations

The Environmental Planning and Assessment Act 1979 (EP&A Act) provides for the environmental impact assessment of development in NSW. Part 5 of the EP&A Act generally specifies the environmental impact assessment requirements for activities undertaken by public authorities, such as TfNSW, which do not require development consent under the EP&A Act. The State Environmental Planning Policy (Infrastructure) 2007 (the Infrastructure SEPP) is the primary environmental planning instrument relevant to the Project and is the key environmental planning instrument which determines that this Project is permissible without consent and therefore is to be assessed under Part 5 of the EP&A Act. Clause 79 of the Infrastructure SEPP allows for the development of ‘rail infrastructure facilities’ by or on behalf of a public authority without consent on any land. Clause 78 defines ‘rail infrastructure facilities’ as including elements such as ‘railway tracks, associated track

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 12 structure, cuttings, drainage systems, fences, tunnels, ventilation shafts, emergency accessways, bridges, embankments, level crossings and roads, pedestrian and cycleway facilities’. As TfNSW is a public authority and the proposed activity falls within the definition of rail infrastructure facilities under the Infrastructure SEPP, the Project is permissible without consent. Consequently the environmental impacts of the Project have been assessed by TfNSW under Part 5 of the EP&A Act. This REF has been prepared to assess the construction and operational environmental impacts of the Project. The REF has been prepared in accordance with section 111 of the EP&A Act and clause 228 of the Environment Planning and Assessment Regulation 2000 (the EP&A Regulation). In accordance with section 111 of the EP&A Act, TfNSW, as the proponent and determining authority, must examine and take into account to the fullest extent possible all matters affecting or likely to affect the environment by reason of the proposed activity. Chapter 6 of this REF presents the environmental impact assessment for the Project, in accordance with these requirements.

Community and stakeholder consultation

The REF would be displayed for a period of around three weeks at the following locations: • Blue Mountains City Council, 2-6 Civic Place, Katoomba and 104 Macquarie Road, Springwood • Lithgow City Council, 180 Mort Street, Lithgow • Lithgow Library and Learning Centre, 157 Main Street, Lithgow • Mount Victoria Station, Platform 1 waiting room, Station Street, Mount Victoria • TfNSW Reception, Level 5, Tower A, Zenith Centre, 821 Pacific Highway, Chatswood. Community consultation activities for the Project would be undertaken during the public display period of the REF. The REF would also be available to download from the TfNSW website1 and haveyoursay website2. A Project Infoline (1800 684 490) would be available for members of the public to make enquiries. TfNSW would review and assess all feedback received during the public display period, prior to determining whether or not to proceed with the Project. Should the Project proceed to construction, the community would be kept informed for the duration of the construction period. Figure 1 presents an overview of the consultation and planning process and the current status of the Project.

1 http://www.transport.nsw.gov.au/projects/current-projects/new-intercity-fleet 2 https://www.nsw.gov.au/improving-nsw/have-your-say/

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 13

Figure 1 Planning approval and consultation process for the Project

Environmental impact assessment

This REF identifies the potential environmental benefits and impacts of the Project and outlines the mitigation measures to reduce the identified impacts. The key impacts of the Project are as follows: • impacts to the State heritage listed and locally listed Ten Tunnels Deviation from tunnel lining modifications • temporary noise and vibration impacts during construction • rail customer disruptions during construction. Further information regarding these impacts is provided in Chapter 6 of the REF.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 14 Conclusion

This REF has been prepared in accordance with the provisions of section 111 of the EP&A Act, taking into account to the fullest extent possible, all matters affecting or likely to affect the environment as a result of the Project. This REF has considered and assessed potential impacts in accordance with clause 228 of the EP&A Regulation and the requirements of the EPBC Act (refer to Chapter 6, Appendix A and Appendix B). Based on the assessment contained in this REF, the Project is unlikely to have a significant impact on the environment or any threatened species, populations or communities. Accordingly, an Environmental Impact Statement is not required, nor is the approval of the Minister for Planning. The Project has also taken into account the principles of Ecologically Sustainable Development (ESD) (see Section 3.1.5 and Section 4.6). These principles would be further considered during the detailed design, construction and operational phases of the Project. This would ensure the Project is delivered to maximise the benefits to the community, is cost effective and minimises any adverse impacts on the environment.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 15 1 Introduction

1.1 Overview of the Project

1.1.1 New Intercity Fleet Program

The existing intercity train fleet currently operated by TfNSW provides services on three main routes, comprising: • Sydney to Central Coast / Newcastle (Main Northern Line) • Sydney to Blue Mountains (Blue Mountains Line) • Sydney to Wollongong / Nowra (South Coast Line). The draft Future Transport 2056 Strategy serves to update the NSW Long-term Transport Master Plan (TfNSW, 2012a). This 40 year vision will guide transport investment for both Greater Sydney and regional NSW, including improving connectivity for customers in regional NSW, encouraging more customer to use public transport and delivery of new services to help improve the customer experience. In May 2014, the NSW Government announced it is delivering the New Intercity Fleet, to replace trains carrying customers from Sydney to the Central Coast, Newcastle, Blue Mountains including Lithgow and the South Coast. The introduction of the New Intercity Fleet will allow for the replacement of the older electric trains currently used to provide intercity services. These ageing electric trains are experiencing a number of adverse operational impacts relating to a decline in their reliability and availability on the network, increasing maintenance costs and reducing customer amenity. The New Intercity Fleet will: • provide a more consistent and improved level of customer service for intercity customers • facilitate the replacement of two electric train sets currently in operation • reduce the costs of intercity operations. The New Intercity Fleet comprises around 512 cars (carriages) which will progressively come into service from 2019.

1.1.2 Key features of the Project

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 16 The Project would accommodate the operation of the new trains which are wider and longer than the existing trains. The modifications would allow the Blue Mountains line to be consistent with the existing electrified rail network. Subject to approval, construction is expected to commence in 2018 and take around two years to complete. A detailed description of the Project is provided in Chapter 3 of this Review of Environmental Factors (REF).

1.2 Location of the Project

The Project would be undertaken along the Ten Tunnels Deviation section of the Blue Mountains Line (also known as the Main West Line) around 100 kilometres northwest of the Sydney Central Business District (CBD), in the Lithgow local government area (Lithgow LGA) (the ‘Project site’). The regional context of the Project site and the location of the tunnels are shown in Figure 2. The area surrounding the Project site is a mountainous sandstone region characterised by varying, often steep topographical features including plateaux and escarpments extending off the Great Dividing Range. The Project site is located over two kilometres from the Blue Mountains National Park which is a UNESCO declared World Heritage Area. The works would take place in the tunnel sections only alongside existing operational railway infrastructure (i.e. between, the Sydney end portal of Tunnel 1 (chainage marker 145.817) and the Lithgow end portal of Tunnel 10 (chainage marker 150.283)). Ancillary facilities (construction compounds) would be required at three locations inside and immediately adjacent to the rail corridor to accommodate site office(s), amenities, lay down and storage areas for materials during construction. Access to the Project site would be via two existing access roads off Chifley Road, Clarence. Sydney Trains maintain these two permanent access roads to allow access to undertake maintenance of the Ten Tunnels Deviation. See Figure 25, Figure 26 and Figure 27 for the location of the proposed temporary construction compounds.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 17

Figure 2 Regional context of the Project site

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 18 1.3 History of the Ten Tunnels Deviation

Constructed between 1908 and 1910, the Ten Tunnels Deviation allowed for the bypassing of the original Zig Zag railway line which had caused safety concerns due to its steep slopes and complex turning movements. The Ten Tunnels Deviation was constructed using rock blasting followed by manual chiselling of the rock to form the final shape. The original track in the tunnels was ballasted to accommodate steam trains, however in 1957 the Ten Tunnels Deviation was electrified, along with the rest of the Blue Mountains Line. This resulted in the installation of overhead wiring structures along the roof and sides of the tunnels. In the 1970s the tunnels were further modified to allow the running of interurban V-Sets. Modifications included converting the ballasted track to concrete slabs, lowering the floor of the tunnels by around 650 millimetres and notching of the toe of the tunnel lining (see Figure 7 and Figure 8). The Ten Tunnels Deviation is listed on the State Heritage Register (SHR# 01037) as the ‘Great Zig Zag Railway deviation tunnels’. It is also listed on the RailCorp Section 170 Heritage and Conservation Register (#4800183) and the heritage schedule of the Lithgow Local Environmental Plan 2014 (LEP# I443). Full details of the alterations and further historical background is provided within the Statement of Heritage Impact (Artefact Heritage, 2017).

1.4 Existing infrastructure and land uses

The rail line through the Ten Tunnels Deviation is electrified comprising of twin tracks (an up track towards Sydney and down track towards Lithgow) laid on a concrete slab. Other ancillary infrastructure includes light fittings, services and utility infrastructure and signal markers (see Figure 8 and Figure 10). The tunnels themselves are around six metres tall and vary in length from 79 metres to 790 metres. Tunnels 1 to 8 and 10 have brick lined tunnel entrances (portals) and a fully brick lined arch, including brick sidewalls, that extend to around six metres into the tunnel from the portals. In between portal areas, the tunnels have concrete sidewalls up to around three metres above the rail level. Tunnel 9 is fully lined with brick, with no sections of concrete. Figure 3 and Figure 4 provide sketches which show the generic form of the tunnels, including the toe and haunch areas, while Figure 5 provides an example of the brick-concrete interface. Figure 6 provides an example of the transition between the brick and concrete sections at the tunnel portals. There are a number of refuges within each of the tunnels (see Figure 7 and Figure 11) that are generally spaced around 50 metres apart, alternating on either side of the tunnel. These were designed to provide workers and other rail personnel safe places in case of approaching trains. These refuges are brick lined, however they are no longer in use as passing distances with modern train sets are not sufficient to provide safe harbour. The refuges would not be impacted by the Project. The immediate area in between the tunnels consists of a range of cuttings and embankments as well as track infrastructure including rail, signalling cables, signalling huts, crossovers and communication equipment. No modifications are planned for the sections of rail line in between the tunnels as part of this Project. The rail corridor also has a number of permanently established cleared maintenance compound areas as well as a network of unpaved roads providing access from Chifley Road, Clarence. These roads provide access for ongoing maintenance and operation activities as well as for emergency response.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 19 The works would take place within the existing delineated rail corridor zoned as SP2 Infrastructure (Rail) under the Lithgow LEP, with the exception of one proposed compound that would extend in an E3 Environmental Management zone. Land uses surrounding the Project site predominately consist of bushland associated with the Great Dividing Range and have been zoned E3 – Environmental Management under the Lithgow LEP. The nearest residential centre is the small sparsely populated town of Clarence.

Figure 3 Generic long section (or side profile) of Tunnels 1 to 8 and 10

Figure 4 Generic cross section of Tunnels 1 to 8 and 10

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 20

Brick / concrete interface

Figure 5 View of Tunnel 1 showing the interface between brick and concrete linings

Figure 6 View of Sydney end portal of Tunnel 7

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 21

Existing notching

Figure 7 Existing toe notching at internal safety refuge on down track wall of Tunnel 2

Cable tray

Existing notching

Figure 8 View of cable tray and existing notching at Sydney end portal of Tunnel 3

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 22 Overhead wiring structures

Figure 9 Detail of overhead wiring structures at Tunnel 8

Gradient / Radius Survey marker

Figure 10 View of gradient / radius / survey marker in Tunnel 10

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 23 1.5 Purpose of this Review of Environmental Factors

This REF has been prepared by AECOM on behalf of TfNSW to assess the potential impacts of the Project. TfNSW is the proponent and a determining authority under Part 5 of the EP&A Act. The purpose of this REF is to describe the Project, to assess the likely impacts of the Project having regard to the provisions of section 111 of the EP&A Act, and to identify mitigation measures to reduce the likely impacts of the Project. This REF has been prepared in accordance with clause 228 of the Environment Planning and Assessment Regulation 2000 (the EP&A Regulation). This assessment has also considered the relevant provisions of other relevant environmental legislation, including the Biodiversity Conservation Act 2016 (BC Act) and the Heritage Act 1977 (Heritage Act) (NSW). Having regard to the provisions of the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), this REF considers the potential for the Project to have a significant impact on matters of National Environmental Significance (NES) or Commonwealth land, and the need to make a referral to the Commonwealth Department of Environment and Energy for any necessary approvals under the EPBC Act. Refer to Chapter 4 for more information on statutory considerations.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 24 2 Need for the Project

Chapter 2 discusses the need and the objectives of the Project. This chapter also provides a summary of the options that have been considered during development of the Project and why the preferred option has been chosen.

2.1 Strategic justification

2.1.1 Overview of the New Intercity Fleet Program

The New Intercity Fleet has been developed to drive a stronger customer experience outcome by improving the safety, comfort and accessibility of the fleet and create a more consistent, improved experience for intercity customers. It is anticipated that this will encourage greater public transport use, provide improved transport links between intercity locations and metropolitan Sydney, reduce the operating and maintenance costs and provide a more reliable service and increased capacity to support a growing population. The New Intercity Fleet Program aims to provide: • a more consistent, improved experience for intercity customers which is comparable to that experienced by customers on other rail lines particularly in terms of reliability and capacity improvements to support the growing train network • increased availability of trains on the network • improved amenities including wider seats and more space, accessible toilets, charging stations for electronic devices, dedicated space for luggage, prams, bicycles and wheelchairs • a less greenhouse gas intensive (lower energy consumption) mode of travel per passenger. The New Intercity Fleet Program has been divided into the following key elements: • acquisition of the new trains • construction of a new maintenance facility (subject to separate approval) • upgrades of existing stabling facilities (subject to separate approvals) • enabling works to facilitate the operation of the New Intercity Fleet, including modifications on the Blue Mountains Line between Springwood Station and Lithgow Station (subject to separate approvals) • modifications to the Ten Tunnels Deviation (the subject of this assessment).

2.2 Need for the Project

The NSW Government’s decision to introduce the New Intercity Fleet will result in a number of changes from the existing fleet including an increase in the total length of the trains up to 205 metres and an increased train width to cater for growing customer patronage and improved customer comfort and accessibility. Minor modifications are needed through the Ten Tunnels Deviation to allow for the safe and reliable operation of New Intercity Fleet through the tunnels to Lithgow. The key objectives for the Project are to: • allow for the safe operation of the New Intercity Fleet through the Ten Tunnels Deviation to Lithgow by achieving the necessary clearances

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 25 • enable short-term and long-term operational flexibility so that the New Intercity Fleet trains will have a neutral impact on other passenger and freight services • minimise impacts to the heritage values of the Ten Tunnels Deviation.

2.3 Operational needs

The kinematic envelope of a train is the outline of the space around it when in motion, and takes into account its tilt and sway (see Figure 12). The TfNSW Assets Standards Authority (ASA) establishes and maintains standard with requirements around the minimum clearances between the kinematic envelope of a train and the surrounding environment, to ensure it operates safely and does not infringe on structures in the rail corridor. Currently only two types of trains have a kinematic envelope that meet the standard and can safely operate through the Ten Tunnels Deviation, these include the narrow electric passenger trains (V-Sets) and the narrow non-electric freight and passenger trains (e.g. XPTs and the Bathurst Bullet). The New Intercity Fleet is wider than the existing V-Sets with a different kinematic envelope. Options for the operation of the trains (e.g. on a single line or both lines), and associated modifications to achieve the necessary clearances through the tunnels are discussed in the sections below. Further information on the minimum clearance standard that applies to trains can be found on the ASA website: https://www.transport.nsw.gov.au/operations/standards-and- accreditation/standards/find-a-standard/transit-space-49.

2.4 Project options

2.4.1 Do nothing

Under a ‘do nothing’ option, the tunnels would not be modified. This option was not progressed, as without modifications to the tunnels, the New Intercity Fleet would not meet the necessary clearances to safely travel through the Ten Tunnels Deviation to Lithgow. This would not meet the objectives of the Project to provide a new passenger train through to Lithgow, and so was discounted.

2.4.2 Dual line running

To achieve the necessary clearances so that New Intercity Fleet trains could travel on both lines and pass each other, a rebuild option was initially proposed which would involve notching the tunnel walls and repositioning of the track requiring a major modification of the track slab. This option was discounted due to the high cost, and would likely have major impacts to the heritage values of the tunnels, as well as adverse impacts to freight and passenger services during construction, due to the need for a tunnel closure which would likely extend for several months.

2.4.3 Single line running

This option would involve notching of the tunnel walls on one side only so that the New Intercity Fleet trains could travel bi-directionally on the same line. Options to modify the ‘up side only’ and the ‘down side only’ of the tunnels were considered. The benefits of single running options would be fewer construction impacts and cost, along with less impact to heritage fabric than the dual line running options.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 26 The main disadvantage of single running would be that trains could not pass one another in the tunnels which would have a long-term impact on timetabling for the New Intercity Fleet, regional passenger services and freight, and for this reason was discounted.

2.4.4 Dual line running with new sub-medium electric standard

A fourth option was then progressed which included the development of a technical note to the standard which was for a sub-medium electric train (which the New Intercity Fleet complies with) that would allow the New Intercity Fleet to operate on both lines and pass each other, and therefore ensure better longer term operational outcomes, while also minimising heritage impacts. The new technical note takes into account the kinematic envelope of the train, as tilt of a train is typically more stable when on a concrete slab track rather than ballast. Therefore, it would reduce the amount of notching required of the tunnel walls, and minimise impacts to heritage fabric (when compared to the options above). Construction impacts for this option would also be manageable, with the majority of works able to be undertaken during scheduled rail possessions, and would not require an extended additional track closure (when compared to the options above). The dual line running with new sub-medium electric standard is the preferred option and is described in more detail in Chapter 3.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 27 3 Description of the Project

Chapter 3 describes the Project including key design parameters, construction method, and associated infrastructure and modifications required.

3.1 The Project

The Project comprises minor modifications to sections of the lining of eight tunnels in the Ten Tunnels Deviation and minor modifications to ancillary infrastructure extending from the eastern portal of Tunnel 1 (Sydney end) to the western portal of Tunnel 10 (Lithgow end) to accommodate the operation of the New Intercity Fleet, which are wider and longer than the existing trains. No modifications are planned for the rail line between the tunnels as part of this Project. Subject to approval, construction is expected to commence in 2018 and take around two years to complete. The location of the Ten Tunnels Deviation is provided in Figure 2.

3.1.1 Design development

To assess the capacity of the Ten Tunnels Deviation to accommodate the New Intercity Fleet, a 3D laser survey was undertaken along the length of the tunnels to confirm the existing dimensions. Figure 11 shows an example image of the tunnels from the laser survey.

Figure 11 Image from the 3D tunnel survey Survey information was then used to model the potential infringements against the sub- medium electric standard (which the New Intercity Fleet trains comply with). The modelling calculated which sections of the tunnel lining (i.e. the lower ‘toe’ or upper ‘haunch’) would require modification (‘notching’) and to what depths to achieve the necessary clearances at 10 metre intervals.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 28 The treatment types are classified by letter (‘H’ for haunch and ‘T’ for toe) to indicate the area of the tunnel that requires notching, along with a number to describe the modelled depth of notching required. These are summarised below: • Haunch

o H0: 0-20 millimetres o H1: 20-60 millimetres • Toe

o T1: 0-100 millimetres o T2: 100-160 millimetres o T3: 160-215 millimetres o T4: 215-265 millimetres. Much of the toe sections of the tunnels were previously notched in the 1970s to allow for introduction of the V-Sets. The notching depth is measured from a virtual tunnel design line, which approximately correlates with the original tunnel lining position. This means that where there is existing notching, the maximum depth of proposed notching is measured from the design line, rather than from the existing notched depth. The implications of this are that although the deepest proposed notching measures up to 265 millimetres depth (T4 treatment type), the deepest notching from the existing tunnel lining (i.e. actual notching undertaken) would be no greater than approximately 127 millimetres (subject to construction tolerance of 25 millimetres). During detailed design, the treatments would be refined to provide minimum required clearances. Figure 12 provides a typical cross section showing an infringement.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 29

Figure 12 Typical tunnel cross section showing an infringement

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 30 3.1.2 Modifications to tunnel lining

Localised tunnel notching Based on the outcomes of the modelling, localised notching would be required at various sections on certain sides of the tunnel lining (i.e. not along the entire length of the tunnels), and to various depths. Table 1 provides the proposed tunnel lining modifications. Table 1 Length of proposed tunnel lining modifications (in metres)

Tunnel No. 1 2 3 4 5 6 7 8 9 10 Total

Up Haunch 27 0 0 0 0 0 0 0 0 40 67

Up Toe 137 0 0 0 0 0 103 133 0 198 571

Down Haunch 10 0 0 0 0 0 0 0 0 0 10

Down Toe 0 73 73 0 0 150 42 0 30 0 368

Total length of 174 73 73 0 0 150 145 133 30 238 1,016 Project works

Total length 551 107 176 404 161 183 224 171 79 790 2,846 of tunnels

The sections of the tunnels (on both the up / down track) requiring notching are shown in Figure 13 to Figure 21. The figures are colour coded to show the proposed treatment type (i.e. toe / haunch and notching depth). The estimated depths of the actual notching required in the toe areas are denoted with a red circle (i.e. the difference between the modelled infringement less the area previously notched). In summary, no works would be required in Tunnel 4 and Tunnel 5, and only Tunnel 1 and Tunnel 10 would require notching in the haunch area (which would impact the original brick lining). The remaining notching would be limited to the toe sections. Overall, 77 metres of haunch treatment and 939 metres of toe treatment would be required for the Project.

Details on how notching is carried out is explained further in Section 3.2.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 31

Figure 13 Proposed treatment overview for Tunnel 1 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 32

Figure 14 Proposed treatment overview for Tunnel 2 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 33

Figure 15 Proposed treatment overview for Tunnel 3 and Tunnel 4 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 34

Figure 16 Proposed treatment overview for Tunnel 4 and Tunnel 5 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 35

Figure 17 Proposed treatment overview for Tunnel 5 and Tunnel 6 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 36

Figure 18 Proposed treatment overview for Tunnel 6 and Tunnel 7 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 37

Figure 19 Proposed treatment overview for Tunnel 8 and Tunnel 9 (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 38

Figure 20 Proposed treatment overview for Tunnel 10 Sydney end (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 39

Figure 21 Proposed treatment overview for Tunnel 10 Lithgow end (prepared by GHD)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 40

Rock bolting New rock bolts (Figure 22) would be installed where notching activities impact existing rock bolts and / or at locations to ensure structural stability of the tunnel lining. The installation or replacement of rock bolts would be determined during construction through regular inspection by structural engineers. It is estimated that around 830 new rock bolts would need to be installed and that around 100 existing rock bolts would be fully or partially removed (i.e. head removed and the remaining bolt treated for corrosion). Based on the location of existing rock bolts and the relatively shallow depth of notching required at the haunch (bricked) sections of the tunnel lining, it is not anticipated that new rock bolts would be required in these areas.

Figure 22 Diagram of a rock bolt Concrete replacement Replacement of some sections of the concrete toe lining may be required where deeper notching has been undertaken (i.e. T3 or T4), or where the strength of the existing concrete lining has been impacted due to notching. Where rock bolts cannot provide the required structural stability, sections of the concrete lining would be removed and replaced with new concrete to improve the strength of the tunnel lining. The strength of the existing concrete would be determined during investigations at the detailed design stage.

3.1.3 Modifications to tunnel portals

Infringement modelling identified that works at the tunnel portals would be required for Tunnel 1, Tunnel 2, Tunnel 3, Tunnel 6, Tunnel 7, Tunnel 8 and Tunnel 10. It is noted that further surveying would be undertaken during detailed design to confirm the extent of impacts.

3.1.4 Other minor modification works

Other minor ancillary modifications are required as part of the Project, include: • replacement of tunnel lighting shields • replacement of an existing cable tray with a narrower cable tray in Tunnel 3 • disconnection and reconnection of existing electrical and signalling cables

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 41 • installation or relocation of signage.

3.1.5 Sustainability in design

The development of the concept design for the Project has been undertaken in accordance with the requirements of the TfNSW Environmental Management System (EMS) and the NSW Sustainable Design Guidelines - Version 3.0 (TfNSW, 2013) which groups sustainability into seven themes: • energy and greenhouse gases • climate resilience • materials and waste • biodiversity and heritage • water • pollution control • community benefit. Within each theme, potential initiatives are prioritised into two categories of requirements: • Compulsory – the initiative is required to be implemented when applicable to the Project as they refer to a corporate target, or are fundamental to the delivery of sustainable assets). • Discretionary – the initiative has benefits to be implemented, however may not be the most appropriate. A shortlist of compulsory initiatives has been developed by TfNSW for the Project. These compulsory initiatives have been reviewed and incorporated into the concept design (unless otherwise justified) and documented in a Sustainable Design Guidelines checklist prepared by TfNSW. The checklist and the initiatives would be reviewed again at the detailed design and construction phases.

3.2 Construction activities

3.2.1 Work methodology

Subject to approval, construction is expected to commence in 2018 and take around two years to complete. The construction methodology would be further developed during the detailed design of the Project by the construction contractor in consultation with TfNSW. The proposed construction activities for the Project are identified in Table 2. This staging is indicative and is based on the current concept design and may change once the detailed design methodology is finalised. The staging is also dependent on the construction contractor’s preferred methodology, program and sequencing of work.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 42 Table 2 Indicative construction staging

Stage Activities

Site • establishment of site compounds (e.g. erect fencing / hoarding, tree protection zones, establishment site offices, amenities and plant / material storage areas) • establishment of temporary facilities as required (e.g. temporary toilets etc.) • site surveys of overhead wiring, electrical infrastructure, tunnels and structures adjacent to the tracks and within the tunnels • isolation of electricity to the overhead wiring systems • geotechnical investigations of the tunnel lining • delivery of materials • construction of temporary hi-rail access pads on the tracks at three locations near the construction compounds • installing protection to the overhead wiring system and other ancillary infrastructure • disconnection of signalling and communications infrastructure where required

Tunnel • removing moss, build-up or other debris (as required) modifications • notching the tunnel lining at the toe and haunch using a road header • strengthening tunnel lining using rock bolts and concrete • removing and replacing existing rock bolts (where required) • reconstructing concrete sections (where required)

Electrical • removal and replacement of lighting shields systems • relocation of existing cable tray in Tunnel 3

Testing and • removal of overhead wiring protection system and energising of the overhead wiring commissioning system • reconnection of signalling and communications infrastructure where required • test and commission overhead wiring system and modifications to tunnel lining

3.2.2 Plant and equipment

The plant and equipment likely to be used during construction includes: • trucks • pressure washer • handheld tools • road rail suction trucks • jack hammer • road rail crew vehicles • coring machine • rail mounted trolley • lighting tower • road rail concrete truck and pump • fans / air scrubbers / filters • rail mounted elevated work platform • hi-rail dump truck / spoil wagon • hi-rail excavator with cutting head • generator and / or road header. • water cart

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 43 Notching Notching would be undertaken using a road header (a piece of excavating equipment with a boom-mounted rotating ’pineapple’ head cutter) and / or an excavator with a cutting head (similar to that of a road header, see Figure 23). A combination of different sized machinery would likely be used to allow for flexibility in construction techniques. Most excavation equipment would also be fitted with road rail / hi-rail vehicle attachments which allow equipment to run on road and also rail tracks. These excavation techniques have been identified as the preferred method of notching within tunnels given they are equipped with spoil and dust removal systems, minimising impacts to surrounding areas and personnel. Areas in the haunch where the infringement has been identified to be less than 20 millimetres (i.e. H0) would first be cleaned either by hand or with high pressure water, as the infringement may consist of moss, mould or debris build up that could be removed through cleaning rather than notching. Hand cleaning would be carried out wherever safe and practicable to do so to minimise impacts to mortar and bricks within the tunnel.

Figure 23 Example excavator with cutting head

Rock bolting Rock bolting would be undertaken by using hand tools to drill a hole of up to a depth of two metres. The rock bolt would be inserted into the drilled hole, filled with cement grout and attached to the tunnel wall with the use of an anchor plate and domed nut. The rock bolts would be installed so that they do not infringe upon the kinematic envelope. Elevated work platforms would be used to provide access, see Figure 24.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 44

Figure 24 Example elevated work platform with road rail / hi-rail vehicle attachments

3.2.3 Working hours

Given the tunnels are located within an active operating rail environment, construction work would need to be undertaken during pre-existing and scheduled rail possessions (typically 48 hours over a weekend where no trains are permitted to operate, and would involve out of hours works) and extended shutdowns (typically the five days either side of a weekend possession). The shutdown periods would generally take place between the hours of 9:45am and 6:15pm in order to allow diesel passenger trains (such as the XPT and regional services) and freight services to operate outside of these times. Replacement buses would be provided for intercity customers during weekend possessions and extended shutdown periods. It is anticipated that the Project would utilise the following types of rail possessions and shutdown periods for the works: • Scheduled weekend routine rail possession and scheduled five-day shutdown on either side (extending for 12 days in total) • Scheduled weekend routine rail possession and scheduled five-day shutdown on either side with an additional three-day shutdown arranged at the end (extending for 15 days in total) • Scheduled weekend routine rail possession with an additional shutdown period for five days either side (i.e. additional five-day shutdowns on either side of scheduled weekend possessions would be arranged to allow construction teams to undertake works more efficiently) • Scheduled weekend routine rail possessions • Scheduled four or five day possessions.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 45 A combination of six to eight of these types of possessions would be utilised to undertake the works. The final possession and extended shutdown requirements are still being developed (in consultation with Sydney Trains, NSW TrainLink and relevant industry stakeholders), and are also subject to detailed design and development of the contractor’s construction methodology. Approval from TfNSW would be required for the out of hours work and the affected community would be notified as outlined in TfNSW’s Construction Noise Strategy (TfNSW, 2016a) (refer to Section 6.2 for further details).

3.2.4 Earthworks

The Project would not require any earthworks, however it would involve the generation of spoil as a result of notching. Spoil material would be transferred from the tunnels to the construction compounds where it would be temporarily stockpiled before being removed to EPA approved waste facilities via trucks.

3.2.5 Source and quantity of materials

The source and quantity of materials would be determined during the detailed design phase of the Project, and would consider the requirements of the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013). Materials, such as concrete, would be sourced from local suppliers where practicable. Reuse of existing and recycled materials would be undertaken where practicable.

3.2.6 Traffic, access and vehicle movements

Traffic and transport impacts associated with the Project are assessed in Section 6.3. The potential traffic and access impacts expected during the construction of the Project include minor disruptions due to increased truck and construction machinery movements, particularly along Chifley Road, Clarence providing access to the construction compound sites. The Project would require about 15 to 20 heavy vehicles for each of the three individual construction compounds at the start and end of each routine rail possession. A small number of light / medium vehicles would also be required to service personnel and transport small equipment and other materials as needed to the construction compounds. The number of vehicle movements expected during construction would be finalised during the development of the detailed design and detailed in the construction Traffic Management Plan (TMP). Two existing access roads off Chifley Road would be used to access the rail corridor. Sydney Trains maintain these two permanent access roads to allow access to undertake maintenance of the Ten Tunnels Deviation. Both of these access points have sufficient shoulders and space off Chifley Road to avoid the need for trucks to queue and impact other road users.

3.2.7 Temporary facilities

It is expected that three temporary construction compounds would be required to accommodate a site office(s), amenities, laydown and storage areas for materials in order to avoid the need for work teams to move from one site to another to access equipment and plant. It is expected that the compounds would only be manned around the time of the rail possessions and shutdowns with site infrastructure being securely left for the duration of the Project. See Figure 25, Figure 26 and Figure 27 for the location of the proposed temporary construction compounds. The sites of the three identified temporary construction compounds are permanently established Sydney Trains compound sites that are used for ongoing maintenance works along the Ten Tunnels Deviation. The three sites would also facilitate the installation of hi-rail pads (one per site) to allow for equipment to access the rail corridor.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 46 Areas used for construction compounds and hi-rail pads would involve no ground disturbance and would be rehabilitated / reinstated, if disturbed, at the end of construction. Installation of the hi-rail pads would not impact culverts or other infrastructure (e.g. fencing).

3.2.8 Public utility adjustments

It is not anticipated that any public utility adjustments are required other than changes to rail systems utilities (e.g. relocation of the existing cable tray within Tunnel 3) and the temporary protection to overhead wiring system within the tunnels. In the event that additional utility relocations are required outside of the Project site, further assessment would be undertaken. The relevant utility providers would be consulted during the detailed design phase of the Project.

3.3 Property acquisition

The works would take place within the existing rail corridor. No property acquisition is required for the Project.

3.4 Operation management and maintenance

It is anticipated that the Project would not result in any operational changes to management and maintenance of the Ten Tunnels Deviation.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 47 Source: Google maps

(Indicative only)

Figure 25 Proposed construction compound – Tunnel 1 Indicative only, subject to detailed design

Ten Tunnels Deviation Modifications - Review of Environmental Factors – February 2018 48 Source: Google maps

(Indicative only)

Figure 26 Proposed construction Compound – Tunnels 2 / 3 Indicative only, subject to detailed design

Ten Tunnels Deviation Modifications - Review of Environmental Factors – February 2018 49 Source: Google maps

(Indicative only)

Figure 27 Proposed construction compound – Tunnels 9 / 10 Indicative only, subject to detailed design

Ten Tunnels Deviation Modifications - Review of Environmental Factors – February 2018 50 4 Statutory considerations

Chapter 4 provides a summary of the statutory considerations relating to the Project including a consideration of NSW Government polices / strategies, NSW legislation (particularly the EP&A Act), environmental planning instruments, and Commonwealth legislation.

4.1 Commonwealth legislation

4.1.1 Environment Protection and Biodiversity Conservation Act 1999

The (Commonwealth) Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places - defined in the EPBC Act as ‘matters of National Environmental Significance (NES)’. The EPBC Act requires the assessment of whether the Project is likely to significantly impact on matters of NES or Commonwealth land. These matters are considered in full in Appendix A. The Project would not impact on any matters of NES, Commonwealth land or the Greater Blue Mountains World Heritage Area, located around two kilometres from the Project site. Therefore, a referral to the Commonwealth Minister for the Environment and Energy is not required.

4.2 NSW legislation and regulations

4.2.1 Environmental Planning and Assessment Act 1979

The EP&A Act establishes the system of environmental planning and assessment in NSW. This Project is subject to the environmental impact assessment and planning approval requirements of Part 5 of the EP&A Act. Part 5 of the EP&A Act specifies the environmental impact assessment requirements for activities undertaken by public authorities, such as TfNSW, which do not require development consent under Part 4 of the Act. In accordance with section 111 of the EP&A Act, TfNSW, as the proponent and determining authority, must examine and take into account to the fullest extent possible all matters affecting or likely to affect the environment by reason of the Project. Clause 228 of the Environmental Planning and Assessment Regulation 2000 (EP&A Regulation) defines the factors which must be considered when determining if an activity assessed under Part 5 of the EP&A Act has a significant impact on the environment. Chapter 6 of this REF provides an environmental impact assessment of the Project in accordance with section 111 and clause 228 and Appendix B specifically responds to the factors for consideration under clause 228.

4.2.2 Other NSW legislation and regulations

The Project has been assessed against other relevant State legislation and regulations. Table 3 provides a list of other relevant legislation applicable to the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 51 Table 3 Other legislation applicable to the Project

Applicable Considerations legislation

Biodiversity The BC Act replaces the Threatened Species Conservation Act 1995 and Conservation Act protects threatened flora and fauna species, endangered populations and 2016 (BC Act) (NSW) ecological communities and their habitats within NSW. A number of threatened flora and fauna species and TSC Act listed communities have been identified as known to exist or likely to exist within or near the Project site (refer to Section 6.5), however, none are likely to be impacted by the Project. No additional approvals under the BC Act are required for the Project. Appropriate management methods would be implemented during construction and operation (refer Section 7.2).

Biosecurity Act 2015 Under the Biosecurity Act 2015, public authorities are required to control (NSW) noxious weeds which are likely to spread to adjoining land in accordance with local practice. No Weeds of National Significance were recorded in the Project site. Appropriate management methods would be implemented during construction (refer to Section 6.5 and Section 7.2).

Contaminated Land Section 60 of the CLM Act imposes a duty on landowners to notify the NSW Management Act 1997 EPA, and potentially investigate and remediate land if contamination is above (CLM Act) (NSW) EPA guideline levels. Contaminants of potential concern are likely to be limited in extent and are unlikely to be present at concentrations above the relevant assessment criteria. No parts of the Project site or identified ancillary facilities have been declared under the CLM Act as being significantly contaminated (refer to Section 6.5).

Crown Lands Act The Project does not involve any works on Crown land. 1987 (NSW)

Heritage Act 1977 The Heritage Act provides for the protection and conservation of non- (Heritage Act) (NSW) Indigenous cultural heritage items and establishes the Heritage Council of NSW. Relevant sections of the Heritage Act to the Project include the following: • Section 32, where places, buildings, works, relics, moveable objects or precincts of heritage significance are protected by means of either Interim Heritage Orders or by listing on the NSW State Heritage Register. • Section 60 requires approval from the Heritage Council of NSW) where activities that may alter, damage, move or destroy items listed on the State Heritage Register are to be impacted • Section 170 where items listed on a government agency Heritage and Conservation Register are to be impacted. Section 170 also requires that NSW Government agencies, including TfNSW maintain a register of heritage assets. A heritage assessment and archaeological review has been undertaken for the Project and is summarised in Section 6.1. A Section 60 permit would be required to be obtained under the Heritage Act from the Heritage Council for impacts to the Ten Tunnels Deviation.

Mine Subsidence The Project is not located within any mine subsidence districts. Compensation Act 1961 (MSC Act) (NSW)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 52 Applicable Considerations legislation

National Parks and The Project does not involve any works on land designated as National Park. Wildlife Act 1974 Sections 86, 87 and 90 of the NPW Act require consent from NSW Office of (NPW Act) (NSW) the Environment and Heritage (OEH) for the destruction or damage of Indigenous objects. The Project is unlikely to disturb any Indigenous objects (refer to Section 6.1). If unexpected archaeological items or items of indigenous heritage significance are discovered during the construction of the Project, all works would cease and TfNSW’s Unexpected Heritage Finds Procedure would be implemented (TfNSW, 2016b).

Protection of the The PoEO Act establishes a regulatory framework for the protection of the Environment environment. It provides a mechanism for licensing certain activities, listed in Operations Act 1997 Schedule 1 of the PoEO Act. (PoEO Act) (NSW) Part 3.2 of the PoEO Act requires an Environment Protection Licence (EPL) for scheduled development work and the carrying out of scheduled activities. Tunnel works associated with track works are listed as scheduled activities (Schedule 1, Part 33 ‘Railway systems activities’) under the PoEO Act and would require an EPL, however as no track works are proposed it is not envisaged that an EPL would be required for this Project. In accordance with Part 5.7 of the PoEO Act, TfNSW would notify the EPA of any pollution incidents that occur onsite. This would be managed in the Construction Environmental Management Plan (CEMP) to be prepared and implemented by the construction contractor.

Roads Act 1993 The Project does not involve works in, on or over a public road. (Roads Act) (NSW)

Waste Avoidance and TfNSW would carry out the Project having regard to the requirements of the Resource Recovery WARR Act. A Project-specific Waste Management Plan would be prepared Act 2001 (WARR Act) and would form part of the Construction Environmental Management Plan. (NSW)

Water Management The Water Management Act 2000 (WM Act) provides for the sustainable and Act 2000 and Water integrated management of water resources. Act 1912 The Project would not involve any water use (from a natural source e.g. aquifer, river), water management works, drainage or flood works, controlled activities or aquifer interference. Furthermore, as no ground works are proposed, groundwater is unlikely to be encountered during the works, and the works are therefore unlikely to impact upon water resources (refer to Section 6.5). No approvals or consideration is likely required under the Act.

4.3 State Environmental Planning Policies

4.3.1 State Environmental Planning Policy (Infrastructure) 2007

The Infrastructure SEPP is the key environmental planning instrument which determines the permissibility of the Project. Clause 79 of the Infrastructure SEPP allows for the development of ‘rail infrastructure facilities’ by or on behalf of a public authority without consent on any land (i.e. assessable under Part 5 of the EP&A Act). Clause 78 defines ‘rail infrastructure facilities’ as including

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 53 elements such as ‘railway tracks, associated track structure, cuttings, drainage systems, fences, tunnels, ventilation shafts, emergency accessways, bridges, embankments, level crossings and roads, pedestrian and cycleway facilities’. As TfNSW is a public authority and the proposed activity falls within the definition of rail infrastructure activities under the Infrastructure SEPP, the project is permissible without development consent. Consequently, the potential environmental impacts of the Project have been assessed under the provisions of Part 5 of the EP&A Act. Part 2 of the Infrastructure SEPP contains provisions for public authorities to consult with local councils and other agencies prior to the commencement of certain types of development. Section 5 of this REF discusses the consultation undertaken under the requirements of the Infrastructure SEPP. It is noted that the Infrastructure SEPP prevails over other environmental planning instruments to the extent of an inconsistency, except in some cases including where State Environmental Planning Policy (Major Development) 2005, State Environmental Planning Policy No 14 – Coastal Wetlands or State Environmental Planning Policy No 26 – Littoral Rainforest applies. The Project does not require consideration under these SEPPs and therefore does not require further consideration as part this REF.

4.3.2 State Environmental Planning Policy 55 – Remediation of Land

State Environmental Planning Policy 55 – Remediation of Land (SEPP 55) provides a State- wide approach to the remediation of contaminated land for the purpose of minimising the risk of harm to the health of humans and the environment. While consent for the Project is not required, the provisions of SEPP 55 have still been considered in the preparation of this REF. Section 6.8 of this REF contains an assessment of the potential contamination impacts of the Project. It is unlikely that any significant remediation work would be required as part of the Project. The proposed land use does not differ to the existing use and is, therefore, unlikely to be affected by any potential contaminants that exist within the Project site or broader rail corridor.

4.3.3 State Environmental Planning Policy (State and Regional Development) 2011

State Environmental Planning Policy (State and Regional Development) 2011 (SRD SEPP) identifies State significant development and State significant infrastructure. Projects that are characterised as either of these require approval by the Minister for Planning. The Project is not listed in the SRD SEPP and has not been declared State Significant Infrastructure or State Significant Development.

4.3.4 State Environmental Planning Policy (Sydney Drinking Water Catchment) 2011

The Sydney Drinking Water Catchment SEPP has three main aims: • to support healthy water catchments that deliver high quality water and permit development that supports that goal • to ensure that consent authorities only allow proposed developments that have a neutral or beneficial effect on water quality • to support water quality objectives in the drinking water catchment. The Project would be located within the boundary of the Sydney Drinking Water Catchment. As per clause 12 of the Sydney Drinking Water Catchment SEPP, public authorities undertaking works on land regulated by the SEPP are required to consider the effect on

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 54 water quality before undertaking the activity and consider whether the activity would have a neutral or beneficial effect (NorBE) on water quality. The NorBE assessment concluded that the Project would have a neutral effect on water quality. The NorBE assessment is included in Appendix C.

4.4 Local environmental planning instrument and development controls

The Project is located within the Lithgow LGA. The provisions of the Infrastructure SEPP mean that Local Environmental Plans (LEPs), prepared by councils for an LGA, do not apply. However, during the preparation of this REF, the provisions of the Lithgow LEP were considered.

4.4.1 Lithgow Local Environmental Plan 2014

The Lithgow LEP is the governing plan for the Lithgow LGA which lists the Ten Tunnels Deviation (item I443) in Schedule 5 – Environmental heritage. The aims and objectives of the Lithgow LEP have been considered, however, the operation of the Infrastructure SEPP means that LEPs do not apply to the extent that they impose controls that are inconsistent with the provisions of the Infrastructure SEPP. The Project is located within the SP2 Infrastructure land use zone. The Project, being for the purpose of a rail infrastructure facility, meets the objectives of the SP2 Infrastructure zoning. A portion of the construction compound between Tunnel 2 and Tunnel 3 would be located within the E3 – Environmental Management zoning as per the Lithgow LEP. It is noted that the site has been previously established as a permanent construction compound for operations and maintenance of the tunnels. Irrespective of the provisions of the Lithgow LEP, the Project is permissible without consent under the provisions of the Infrastructure SEPP. Table 4 summarises the relevant aspects of the LEPs applicable to the Project. Table 4 Relevant provisions of the Lithgow LEP

Provision Relevance to the Project description

Clause 2.3 - The Project site is listed as SP2 Infrastructure – Railway under the Lithgow LEP. A Zone small portion of land zoned E3 Environmental Management may be required for the objectives establishment of a construction compound. The Project is consistent with the objectives of SP2 Infrastructure and the use of an existing construction compound is not in conflict with the objectives of E3 Environmental Management.

Clause 5.10 Clause 5.10 of the Lithgow LEP aims to conserve the heritage significance of - Heritage heritage items within the respective local government areas. Several items located in conservation the Project site are listed on the heritage schedule of the Lithgow LEP in addition to the State Heritage Register and the RailCorp Section 170 Heritage and Conservation Register. Potential impacts to local heritage are detailed in Section 6.1.

Clause 5.9 - Clause 5.9 of the Lithgow LEP is aimed at the preservation of trees and development Preservation consent is required for tree removal in most instances. However, by virtue of clause of trees or 5(3) and 79 of the Infrastructure SEPP, the clearing of vegetation for the Project is vegetation permissible without development consent and would be assessed under Part 5 of the EP&A Act. A discussion of potential impacts to vegetation is detailed in Section 6.5, however no trees or vegetation are proposed to be removed as part of the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 55 Provision Relevance to the Project description

Lithgow LEP Clause 7.1 of the Lithgow LEP aims to ensure that earthworks for which development Clause 7.1 - consent is required will not have a detrimental impact on environmental functions and Earthworks processes, waterways and riparian land, neighbouring uses, cultural or heritage items or features of the surrounding land. By virtue of clause 5(3) and 79 of the Infrastructure SEPP, the Project is permissible without development consent and would be assessed under Part 5 of the EP&A Act. A description and consideration of earthworks for the Project is detailed in Section 3.2 and Section 6.5 and respectively.

4.5 NSW Government policies and strategies

The Project has been assessed against other key relevant State Government policies and strategies. Table 5 provides an overview of additional NSW Government policies and strategies relevant to the Project. Table 5 NSW Government policies and strategies applicable to the Project

Policy / Commitment Comment Strategy

Draft Future The draft Future Transport Strategy provides an The Project would facilitate the Transport update of the NSW Long Term Transport Master aim and objectives of the Strategy 2056 Plan. Strategy to deploy new technology and more innovative (NSW The Strategy focuses on customer experience service models to increase Government and providing initiatives and programs that plan capacity for transport service and 2017a) for an expected increase in customer travel in improve customer experience. the future.

NSW Central In June 2017, as part of the Future Transport The Project enhances access to West and 2056, the NSW Government prepared a 20-year public transport which is Orana plan for the Central West and Orana region. The consistent with direction identified Regional Plan plan aims to create a leading diverse regional within the Regional Plan. (NSW economy, a stronger, healthier environment, Government, quality freight, transport and infrastructure 2017b) networks and dynamic and healthy communities.

NSW: Making In September 2015, the NSW Government Two key priorities identified in It Happen announced a series of State Priorities as part of Making It Happen are supported (NSW NSW: Making It Happen (NSW Government, by the Project. Government, 2015). The State Priorities are intended to guide One such priority is an increased 2015) the ongoing actions of the NSW Government investment in building across the State, and guide resource allocation infrastructure, including transport and investment in conjunction with the NSW infrastructure. This priority is Budget. NSW: Making it Happen focuses on 12 directly reflected by the Project. key priorities to achieve the NSW Government’s Making It Happen also seeks to commitments. These priorities range across a improve the reliability of public number of issues including infrastructure, the transport services, a priority that environment, education, health, wellbeing and the delivery of the Project would safety in addition to Government services. support.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 56 Policy / Commitment Comment Strategy

Rebuilding Rebuilding NSW is a plan to deliver $20 billion in The Project supports investment NSW – State new productive infrastructure to sustain in rail infrastructure, and aligns Infrastructure productivity growth in our major centres and with the reservation of $8.9 billion Strategy 2014 regional communities. for urban public transport to (NSW Rebuilding NSW will support overall population support Sydney’s population, that Government, growth in Sydney and NSW. is expected to reach almost six million by 2031. 2014) Public transport is viewed as critical to urban productivity, expanding employment opportunities by connecting people to jobs, reducing congestion, and supporting delivery of urban renewal.

Sydney’s Rail Sydney’s Rail Future: Modernising Sydney’s The Project has been developed Future: Trains (TfNSW, 2012b) is the NSW with consideration of the Modernising Government’s long-term plan to increase the objectives of Sydney’s Rail Sydney’s capacity of Sydney’s rail network and to meet Future, including: Trains (TfNSW, rail customer needs by investing in new services • creating a more reliable service 2012) and upgrading existing infrastructure. It aims to • improve the customer’s experience, improve maintain a safe, clean and reliability and increase services across the rail comfortable commuting network. Sydney’s Rail Future forms an integral environment part of the NSW Long-term Transport Master • transform and modernise Plan. Sydney’s rail network by introducing timetabled services with double-deck trains and on- board amenities for long- distance journeys.

Lithgow City Our Place…Our Future Community Strategic The Project would deliver an Council Plan 2013-2025 sets out the community’s vision improved public transport service Community for the strategic direction of the Lithgow LGA. to the region, providing more Strategic Plan The plan sets a vision for the future growth and comfortable and reliable transport 2013-2026 – sustainability of the Lithgow LGA. Vision to those residing in and visiting Our statements in the plan relevant to the Project the Lithgow area. Through the Place…Our include: provision of sustainable public Future • transport - providing a choice of effective transport the Project would also (Lithgow City transport options for those who live, work support the planned growth in the Council, 2013) and visit our community region. • growth - providing for sustainable and planned growth.

4.6 Ecologically sustainable development

TfNSW is committed to ensuring that its projects are implemented in a manner that is consistent with the principles of ecologically sustainable development (ESD). The principles of ESD are defined under the provisions of clause 7(4) of Schedule 2 to the EP&A Regulation as: • the precautionary principle – If there are threats of serious or irreversible damage, a lack of full scientific uncertainty should not be used as a reason for postponing measures to prevent environmental degradation • intergenerational equity – the present generation should ensure that the health, diversity and productivity of the environment are maintained or enhanced for the benefit of future generations

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 57 • conservation of biological diversity and ecological integrity – the diversity of genes, species, populations and their communities, as well as the ecosystems and habitats they belong to, should be maintained or improved to ensure their survival • improved valuation, pricing and incentive mechanisms – environmental factors should be included in the valuation of assets and services. The principles of ESD have been adopted by TfNSW during the development and assessment of the Project. Section 3.1.5 summarises how ESD would be incorporated in the design development of the Project. Section 6.12.2 includes an assessment on climate change and sustainability and Section 7.2 lists mitigation measures to ensure ESD principles are incorporated during the construction phase of the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 58 5 Community and stakeholder consultation

This chapter discusses the community and stakeholder consultation undertaken to date for the Project and the consultation strategy during the public display of the REF.

5.1 Stakeholder consultation during concept design

During the development of concept design options, TfNSW has consulted with stakeholders including Sydney Trains and NSW TrainLink to discuss requirements for rail possessions to undertake the proposed works, interfacing elements with trackside infrastructure, interfaces with other projects occurring along the Blue Mountains Line, and requirements to ensure compliance with the existing trains as well as future fleet. Numerous meetings were also held with the ASA throughout the design development to discuss and determine an agreed approach to the train parameters and clearance requirements. Lithgow City Council was also briefed on the Project.

5.2 Consultation requirements under the Infrastructure SEPP

Part 2, Division 1 of the Infrastructure SEPP contains provisions for public authorities to consult with local councils and other public authorities prior to the commencement of certain types of development. Clauses 13, 14, 15 and 16 of the Infrastructure SEPP require that public authorities undertake consultation with councils and other agencies, when proposing to carry out development without consent. Table 6 provides details of consultation requirements under the Infrastructure SEPP for the Project. Table 6 Infrastructure SEPP consultation requirements

Clause Clause particulars Relevance to the Project

Clause 13 | Consultation is required where the The Project is unlikely to substantially Consultation with Project would result in: impact stormwater services, or Councils – • substantial impact on stormwater significantly disrupt pedestrian or development with management services vehicles movements. Accordingly, impacts on consultation with Lithgow City Council is • council related generating traffic that would place not required in regard to this aspect. infrastructure and a local road system under strain services • involve connection to or impact on a council owned sewerage system • involve connection to and substantial use of council owned water supply • significantly disrupt pedestrian or vehicle movement • involve significant excavation to a road surface or footpath for which Council has responsibility.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 59 Clause Clause particulars Relevance to the Project

Clause 14 | Where railway station works: As the Ten Tunnels Deviation is both Consultation with • substantially impact on local locally listed and State listed, Councils – heritage item (if not also a State consultation with Lithgow City Council development with heritage item) would not be required under the ISEPP. impacts on local However, Lithgow City Council would be • heritage substantially impact on a heritage consulted as part of the public display of conservation area. the REF. Refer to Section 6.1 and 6.6 for a summary of impacts to heritage items.

Clause 15 | Where railway station works impact on The Project is not located on land that is Consultation with land that is susceptible to flooding – susceptible to flooding. Accordingly, Councils – reference would be made to Floodplain consultation with Lithgow City Council is development with Development Manual: the not required in regard to this aspect. impacts on flood management of flood liable land. Refer to Section 6.5. liable land

Clause 16 | For specified development which The Project is not located on or Consultation with includes consultation with the OEH for adjacent to land reserved under the public authorities development that is undertaken National Parks and Wildlife Act 1974. other than adjacent to land reserved under the Accordingly, consultation with OEH of Councils National Parks and Wildlife Act 1974, the intention to carry out the and other agencies specified by the development is not required. Infrastructure SEPP where relevant.

5.3 Consultation strategy

The consultation strategy for the Project has been developed to encourage stakeholder and community involvement and foster interaction between stakeholders, the community and the Project team. The consultation strategy that has been developed, having regard to the requirements of the planning process and ensure that stakeholders, customers and the community are informed of the Project and have the opportunity to provide input. The objectives of the consultation strategy are to: • provide accurate and timely information about the Project and REF process to relevant stakeholders • raise awareness of the various components of the Project and the specialist environmental investigations • ensure that the directly impacted community is aware of the REF and consulted where appropriate • provide opportunities for stakeholders and the community to express their views about the Project • understand and access local knowledge from the community and stakeholders • record the details and input from community engagement activities • build positive relations with identified community stakeholders • ensure a comprehensive and transparent approach.

5.4 Public display

The REF display includes:

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 60 • public display of the REF at various locations • distribution of a Project update to the local community and to the broader community and rail customers, outlining the Project and inviting feedback on the REF • advertisement of the REF public display in local newspapers (Blue Mountains Gazette, Lithgow Mercury) with a link to the TfNSW website that includes a summary of the Project and information on how to provide feedback Additional community consultation activities for the Project, such as information sessions, would also be undertaken during the public display of this REF. The REF will be placed on public display for a period of around three weeks at the following locations: • Blue Mountains City Council, 2-6 Civic Place, Katoomba and 104 Macquarie Road, Springwood • Lithgow City Council, 180 Mort Street, Lithgow • Lithgow Library and Learning Centre, 157 Main Street, Lithgow • Mount Victoria Station, Platform 1 waiting room, Station Street, Mount Victoria • TfNSW Reception, Level 5, Tower A, Zenith Centre, 821 Pacific Highway, Chatswood. The REF would also be available to download from the TfNSW website3 and haveyoursay website4. Additionally, information on the Project will be available through the Project Infoline (1800 684 490) or by email ([email protected]). During this time feedback is invited. Following consideration of feedback received during the public display period, TfNSW will determine whether to proceed with the Project and what conditions would be imposed on the Project should it be determined to proceed.

5.5 Aboriginal community involvement

An assessment of the Aboriginal heritage potential of the Project site was undertaken and can be found in Section 6.6. The results of this assessment did not identify any registered items of Aboriginal heritage significance within the Project site and found that the archaeological potential of the area is low. Therefore, it was not considered necessary to undertake specific consultation with the Aboriginal community.

5.6 Ongoing consultation

At the conclusion of the public display period for this REF, TfNSW would acknowledge receipt of feedback from each respondent. The issues raised by the respondents would be considered by TfNSW before determining whether to proceed with the Project. Should TfNSW determine to proceed with the Project, the Determination Report would be made available on the TfNSW website and would summarise the key impacts identified in this REF, demonstrate how TfNSW considered issues raised during the public display period, and include conditions of approval proposed to minimise the impacts of the Project. Should TfNSW determine to proceed with the Project, the Project team would keep the community, Councils and other key stakeholders informed of the process, identify any further issues as they arise, and develop additional mitigation measures to minimise the impacts of the Project. The interaction with the community would be undertaken in accordance with a Community Liaison Plan to be developed prior to the commencement of construction.

3 http://www.transport.nsw.gov.au/projects/current-projects/new-intercity-fleet 4 https://www.nsw.gov.au/improving-nsw/have-your-say/

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 61 6 Environmental impact assessment

Chapter 6 of the REF provides a detailed description of the likely environmental impacts associated with the construction and operation of the Project. This environmental impact assessment has been undertaken in accordance with clause 228 of the EP&A Regulation. A checklist of clause 228 factors and how they have been specifically addressed in this REF is included in Appendix B.

6.1 Non-Indigenous heritage

A Statement of Heritage Impact has been prepared for the Project (Artefact Heritage, 2017) to assess the potential impacts associated with construction and operation of the Project and to accompany an application for approval under Section 60 and Section 170 of the Heritage Act. The Statement of Heritage Impact was prepared in accordance with the Statements of Heritage Impact (NSW Heritage Office, 2002) guideline. Visual inspections of the Ten Tunnels Deviation were undertaken by heritage specialists on 14 and 15 May 2016, 2 September 2016 and on 23 April 2017 to assess the heritage significance of each of the tunnels within the Project site. This section provides a summary of the assessment provided in the Statement of Heritage Impact (Artefact Heritage, 2017).

6.1.1 Existing environment

Historical background The ‘Great Zig Zag’ carried the Main Western Railway down the western extents of the Blue Mountains west of Sydney over three sandstone viaducts and through two tunnels in the shape of a ‘Z’. It was opened in 1869 and allowed the land west of the Blue Mountains to be accessed by rail. The requirement for trains to continually change directions along the Great Zig Zag and short reversing stations limited the length of trains able to use the line, and prevented locomotives from being heavily laden with carriages. Several accidents also occurred on the railway, with runaway trains at reversing points. This ultimately led to the development of the Ten Tunnels Deviation which was opened in 1910. The Ten Tunnels Deviation was a part of the duplication of the Main Western Railway between Penrith and Lithgow. The original plans consisted of eleven tunnels but were reduced to ten during construction due to one tunnel not being structurally sound. That tunnel was instead converted into a deep cutting between Tunnels 2 and 3. The route of the Ten Tunnels Deviation started at Newnes Junction and finished at Bottom Points (now Zig Zag Station). The tunnels were excavated through the sandstone initially by blasting followed by the use of hand tools to form the final shape. The tunnels were lined with brick and concrete, except for Tunnel 9 which is lined only with brick. The original track in the tunnels was ballasted to accommodate steam trains, however in 1957 the Ten Tunnels Deviation was electrified, along with the rest of the Main Western Railway Line. This resulted in the installation of overhead wiring structures along the roof and sides of the tunnels. The tunnels were altered again in 1970s to accommodate the V-Set trains which involved removing the floor of the tunnels and grading back portions of the tunnel lining (notching) where the tunnel curved. Full details of the alterations and further historical background is provided within the Statement of Heritage Impact (Artefact Heritage, 2017).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 62 Physical features of the Ten Tunnels Deviation This section provides a summary of the physical description of the Ten Tunnels Deviation. Each tunnel consists of a brick lined arch around six metres in height. The tunnels were excavated through the sandstone and shale bedrock, and lined with four courses of dry pressed bricks. The entrances (or portals) to each tunnel are large archways with a sandstone keystone, bordered by a rectangular brick entrance façade. Bricks Bricks used throughout the Ten Tunnels Deviation were sourced from the Lithgow Valley Colliery. The bricks are reddish brown dry pressed bricks and include frequent small (less than two millimetres) gravel inclusions. The bricks are bonded with concrete and are laid in an English Cross bond around the tunnel portals, and stretcher bond for the tunnel lining. The brickwork generally appears in excellent condition with little or no wear. Areas of water seepage in Tunnel 1 appear to have resulted in some mortar flushing and subsequent brick removal or bricks falling from the tunnel lining. Concrete With the exception of Tunnel 9 which is constructed entirely of brick, the lower part of each tunnel wall is lined with concrete. The concrete commences around six metres in from the tunnel portal and extends to around 2.5 metres in height. The concrete appears weathered in some areas, particularly due to water seepage in Tunnel 1 and Tunnel 10. Electrification Electrical wiring infrastructure installed within the tunnels consists of two different types of overhead wiring structures: one type installed into the arch that involved removal of some brick for installation; whilst the second type consists of a more elaborate supporting structure that is affixed to the brick arch. Modifications to accommodate the V-Set Trains in the 1970s The floor of each tunnel was lowered in the 1970s and replaced with a concrete track bed. In addition to lowering the tunnel floor, certain toe sections of the tunnels were notched to at least one metre in height. This work was conducted to accommodate the V-Set double deck trains that still service the Blue Mountains Line to Lithgow. The notching included removal of brick and concrete tunnel lining, and a section of the original concrete foundation. Cable tray and cabling Cable trays (galvanised steel troughs) are located adjacent to the down track sides of the tunnels. The cable trays are generally attached to the tunnel lining, generally situated at the mid-point between the toe and haunch. Exceptions to this include Tunnel 4, where the cable tray is situated towards the toe of the tunnel lining, and Tunnel 5, where the cable tray is situated at the toe of the tunnel lining. There is also other communications cabling present. Existing rock bolts Rock bolts are located throughout the tunnels. The physical appearance of the rock bolts includes a steel anchor plate, small section of exposed threadbar, and metal nut. The first plans showing the location of rock bolts within the tunnels was produced in 1980, suggesting that rock bolt introduction relates to the modifications made to the tunnel lining in the 1970s. Other tunnel features The tunnels contain other ancillary infrastructure including light fittings, signalling boxes and other rail markers (such as gradient / radius / survey markers). There are historic safety refuges (recesses into the tunnel walls) located around every 50 metres which are no longer in use. There are various graffiti and other modern text present on tunnel lining some of which is historic (e.g. etching from 1917) and some is more modern (e.g. spray painted markings).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 63 Database results Desktop searches of historic registers were undertaken including the World Heritage List, National Heritage List, Commonwealth Heritage List, NSW State Heritage Register, RailCorp’s Section 170 Heritage and Conservation Register and Schedule 5 of the Lithgow LEP. No items listed on the National or Commonwealth heritage registers were identified within the Project site. The Greater Blue Mountains Area, which is listed on both the National and Commonwealth heritage registers, is located around two kilometres to the east of the Project. Heritage items identified within the Project site include: • Ten Tunnels Deviation is registered on the State Heritage Register as the ‘Great Zig Zag Railway deviation tunnels’, SHR# 01037 • Ten Tunnels Deviation curtilage is partly within the State Heritage Register curtilage of the ‘Great Zig Zag Railway and Reserves’, SHR# 00542 • Ten Tunnels Deviation is registered on the RailCorp Section 170 Heritage and Conservation Register as ‘Bell to Zig Zag Ten Tunnel Railway Deviation and Zig Zag Rail Corridor’, SHI# 4800183 • Ten Tunnels Deviation is registered on the Lithgow LEP 2014 as the ‘Great Zig Zag Railway and deviation tunnels’, LEP# I443 • Ten Tunnels Deviation is partly within the Lithgow LEP 2014 listing for ‘Railway Culvert of Ida Falls Creek’, LEP# A133. Note: this curtilage does not overlap with the Ten Tunnels Deviation.

Statement of significance The heritage statements of significance for the ‘Great Zig Zag Railway deviation tunnels’ (SHR# 01037) and the ‘Great Zig Zag Railway and Reserves’ (SHR# 00542) have been assessed (in Table 7 and Table 9 respectively) against the criteria set out in the guideline Assessing Heritage Significance (NSW Heritage Office, 2001). Grades of significance have been provided for the features of the ‘Great Zig Zag Railway deviation tunnels’ (SHR# 01037) in Table 8. Detailed statements of significance are provided in the Statement of Heritage Impact (Artefact Heritage, 2017). Table 7 Great Zig Zag Railway and Reserves (SHR# 01037) statement of significance

SHR criteria Statement

A – Historical The Ten Tunnels Deviation is historically significant as the second phase of the Significance Great Dividing Range railway crossing. The project was one of the great railway deviations and is still in use today more than 100 years since its construction. The tunnels form part of a larger railway landscape in the Lithgow area and across the Blue Mountains including the Zig Zag railway, Dargan's Creek Deviation, Eskbank Goods Yard and the State Mine Colliery railway, and remains a critical component of the Blue Mountains Line.

B – Associative The construction of the Ten Tunnels sourced bricks and labour for its Significance construction from the Lithgow Valley Colliery and Pottery works. During the construction of the tunnels, up to 70 percent of the brick output of the colliery and pottery works were utilised for the deviation works. This had a significant effect on the local economy of the Lithgow region at that time.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 64 SHR criteria Statement

C – Aesthetic or The Ten Tunnels Deviation illustrates high level technical achievement for Technical Significance tunnelling, engineering and railway building practices. The work included excavation of the deepest cutting on the NSW rail system. The construction involved up to 1500 employees per day. It resulted in journey times reduced by 30 minutes and the track gradient reduced from 1 in 41 to 1 in 90 which allowed a doubling in the load of trains.

D – Social The Ten Tunnels Deviation significantly improved transportation access to the Significance Lithgow Valley and the wider interior of the NSW region. While the Ten Tunnels were not the first rail line to cross the Blue Mountains, the Deviation provided reliable two-track rail access to the interior of NSW via the Main Western Railway Line, significantly improving economic growth in the early 20th century.

E – Research The Ten Tunnels Deviation has research significance in providing evidence on Potential the techniques of tunnel construction in the first decade of the 1900s.

F – Rarity The Ten Tunnels Deviation is a major engineering achievement within New South Wales dating from the early 1900s and in this regard is rare.

G - Representativeness The Ten Tunnels Deviation is representative of brick-arch construction used for tunnelling during the early 20th century railway deviations in NSW.

Table 8 Great Zig Zag Railway deviation tunnels (SHR# 01037) grades of significance

Grading Feature

Exceptional Tunnel 4; Tunnel 5; Tunnel 6; Tunnel 7; Tunnel 8; Tunnel 9; Tunnel 10

High Tunnel 1; Tunnel 2; Tunnel 3

Moderate overhead wiring structures; former light fittings; gradient, radius and survey markers

Low Nil

Intrusive rock bolts; cable trays.

Each of the tunnels strongly exhibit the structural features and engineering methods of their construction, particularly the brick arched portals and surrounding sandstone cuttings. Tunnel 9 is the shortest tunnel of the Ten Tunnels Deviation, and also the only tunnel lined entirely with brick. The deteriorating intactness of the fabric in Tunnels 1 and 2 combined with elements (signage, cable trays, communications equipment) that block and infringe upon the tunnels reduces the significance from exceptional to high. The notching in Tunnel 2 conducted in the 1970s is also intrusive and unsympathetic. Although the rock bolts and cable trays are integral to the safe operation of the Ten Tunnels Deviation for both structural and signalling purposes, these are unsympathetic additions to the original fabric. An overhead wiring system was introduced to the Ten Tunnels Deviation in the 1950s. The electrification of the Blue Mountains Line to Lithgow represented an adaptation of existing rail infrastructure to service evolving railway technology, this enabled the Ten Tunnels Deviation to be maintained as a relevant component of the rail network to this day.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 65 Additionally, the adaptation of the Ten Tunnels Deviation to accommodate overhead wiring represents a technical achievement. The phasing of the former light fittings and gradient / radius / survey markers has not been established. However, it is assumed based on their generally poor physical condition (light fittings and markers) and imperial measurements (markers) that they are likely to be associated either with the original construction of the Ten Tunnels Deviation or during the early 20th century. Although these components are, with exceptions, both generally in poor condition, they have the potential to contribute to an understanding of the early operations of the Ten Tunnels Deviation. Table 9 Great Zig Zag Railway and Reserves (SHR# 00542) statement of significance

SHR criteria Statement A – Historical The Great Zig Zag Railway and Reserves are of historical significance Significance because upon completion it triggered extensive development and had a profound influence on the economy of western New South Wales. It contributed to the economy of western New South Wales to such an extent that it could not handle the volume of traffic and was replaced by the Ten Tunnels Deviation (SHR 01037).

B – Associative The Great Zig Zag Railway and Reserves are associated with John Significance Whitton, Engineer-in-Charge for New South Wales between 1856 and 1899. Whitton was integral not only to overseeing planning and construction of the Great Zig Zag Railway and Reserves, but also an extensive railway network across NSW.

C – Aesthetic or The Great Zig Zag Railway and Reserves are a scenic attraction in Technical itself, offering views of the rugged sandstone valleys and escarpments Significance leading to the western plains. It serves to provide a dramatic juxtaposition to the urban development of the nearby Lithgow suburbs. The three main viaducts are particularly pleasing structures.

D – Social The Great Zig Zag Railway and Reserves reflect the difficulty Significance experienced in crossing the Blue Mountains and engineering compromises enforced by economics.

E – Research The Great Zig Zag Railway and Reserves were regarded as the Potential greatest civil engineering work in Australia at the time it was constructed and attracted worldwide interest as an engineering marvel.

F – Rarity The Great Zig Zag Railway and Reserves were a major engineering achievement in the late 19th Century and is rare in this regard. A smaller scale zig zag railway was utilised to ascend and descend the railway eastern margin of the Blue Mountains to Emu Plains at Lapstone. That example is does not have the same integrity or scale as the Great Zig Zag and does not meet the threshold for State significance. As such the Great Zig Zag Railway is a unique and largely intact example of zig zag railway construction in NSW.

G - The Great Zig Zag Railway and Reserves is representative of railway Representativeness engineering solutions to steep gradients in late 19th Century NSW.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 66 Archaeological heritage potential The Project is confined to the tunnel lining of Tunnels 1, 2, 3, 6, 7, 8, 9 and 10. The tunnel lining consists of either brick or concrete overlying sandstone and shale bedrock. The tunnel lining is not considered to be an element of the Ten Tunnels Deviation with archaeological potential. As such, the Project is not within an area that demonstrates archaeological potential. The proposed construction compounds are within existing maintenance compounds. No ground-penetrating works are associated with establishing site compounds for the Project. Proposed hi-rail access points are located on the existing concrete track bed. Temporary high-rail access pads will be placed on the concrete track bed during works to assist hi-rail vehicles on and off the tracks. No ground-penetrating works are associated with hi-rail access for the Project.

6.1.2 Potential impacts

Construction Tunnel lining modifications Based on the outcomes of the modelling, localised notching would be required at various sections on certain sides of the tunnel lining (i.e. not along the entire length of the tunnels), and to various depths. This includes notching of sections of original brick masonry and concrete using road headers. Notching of tunnel linings would result in the removal of significant fabric that is representative of early-20th century rail engineering practices, and the economic and construction methods employed to build the tunnels. The affected portions of tunnel lining vary from tunnel to tunnel in relation to treatment length, depth and proximity to the tunnel entrances. The combined length of the tunnels within the Ten Tunnels Deviation is 2,846 metres. Overall, 77 metres of haunch treatment and 939 metres of toe treatment would be required for the Project. In areas where the infringement treatments are deeper, the anticipated levels of impact to the fabric of the Ten Tunnels Deviation would be greater. • Toe section treatments of 215 to 265 millimetres (T4) would affect the up track of Tunnel 7, Tunnel 8, and Tunnel 10. • Haunch section treatments of 20 to 60 millimetres (H1) would affect the up track of Tunnel 10. It is noted, however that the notching depth is measured from a virtual tunnel design line, which approximately correlates with the original tunnel lining position. This means that where there is existing notching, the maximum depth of proposed notching is measured from the design line, rather than from the existing notched depth. Much of the toe sections of the tunnels have been notched in the past to allow for the V-Sets. The aesthetic values of the Ten Tunnels Deviation are largely associated with the brick portal entrances and external sandstone cuttings. The level of impact would be increased in areas where treatments would involve alterations to the brick portal entrances as the modifications would be more visible and would therefore an increased visual sensitivity. Affected portal entrances include: Tunnel 1, Tunnel 2, Tunnel 3, Tunnel 6, Tunnel 7, Tunnel 8 and Tunnel 10. While the modifications would be fairly inconspicuous to rail customers passing on trains at high speeds, pedestrians on nearby bush trails would have views of the portal entrances. Potential visual impacts are limited given the Project would largely be carried out in low light areas that are not clearly visible to pedestrians or

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 67 train commuters. In addition, the proposed removal of fabric is relatively small in relation to the overall height and configuration of the tunnel portals further minimising potential visual impacts. As a result, the proposed works to the portal entrances would result in a minor visual impact. The Project has been developed to minimise, as far as possible, the depth and extent of required notching of tunnel lining. This primarily relates to changes in the kinematic envelope in order to reduce infringements on the tunnel lining, whilst still maintaining safe operation of rolling stock through the tunnels. Minimisation of treatment depth and length required high definition static laser scans of each tunnel to be carried out to create a more accurate representation of the tunnel wall lining. This resulted in modifications to track and rolling stock parameters and resulted in a significant reduction in the required works. The Project would not involve notching of tunnel lining in Tunnel 4 and Tunnel 5, the exceptionally significant fabric and setting of which remain largely intact. It is noted that in localised areas, the lining of tunnel toe sections in most tunnels has already been significantly impacted by notching that was carried out in the 1970s prior to introduction of the V-Set trains. Rock bolts The installation of rock bolts into the lower portions of the inner tunnel walls commenced in the 1970s as part of the upgrade works to accommodate double-deck V-Set trains, and appears to have continued since then. While the rock bolts are not part of the original fabric of the Ten Tunnels Deviation, nor are they significant components in themselves, they play an important role in supporting the structural integrity and condition of the tunnels. Overall, the proposed alterations of existing rock bolts, and installation of new rock bolts within the tunnels would result in a minor physical impact to the Ten Tunnels Deviation. Concrete wall reconstruction Concrete reconstruction works may be required for T4 treatment types where rock bolts do not provide suitable tunnel lining support such as where the thickness of the remaining concrete is not sufficient or because of the condition of the concrete. T4 treatment types would be limited to the concrete lined portions of the tunnels. No reconstruction works or T4 treatment is proposed within the brick portal sections of the tunnels. Overall, the possible concrete reconstruction works would have a moderate physical impact to the Ten Tunnels Deviation. Overhead wiring structures and ancillary infrastructure Notching would not impact overhead wiring structures, and protective measures would be put in place to ensure that this infrastructure is not inadvertently impacted during works. Notching is not likely to impact former light fittings, due to the fact that these features are situated above the level of toe notching, and below the level of haunch notching (Tunnel 1 and Tunnel 10). There is potential for works to impact some of the gradient / radius / survey markers, due to those components being located around one metre above the rail line. Construction compounds Previously disturbed areas have been selected as locations for the construction compounds within the Project site. Given most of the compounds would not involve any ground disturbance, impacts to heritage items as a result of the compounds are not anticipated. Adjacent / overlapping heritage items The Project would result in a neutral physical impact and a negligible visual impact to the State heritage listed Great Zig Zag Railway and Reserves. While the curtilage of the Railway Culvert of Ida Falls Creek is overlapping with the Project, the physical item is significantly

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 68 smaller and as a result, would not be impacted by the Project. Consequently, its heritage significance was not assessed. Summary of potential impacts Overall, the Project would result in a moderate physical impact and a minor visual impact to the State heritage listed Ten Tunnel Deviation (Great Zig Zag Railway deviation tunnels). The impact of the Project on individual tunnels is outlined in the Statement of Heritage Impact (Artefact Heritage, 2017), with a summary of the impacts found in Table 10. Table 10 Summary of impacts to the Ten Tunnels Deviation

Items Proposed work Impact to fabric Visual impact

Tunnel 1 Notching of tunnel lining Moderate Minor-moderate

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Minor Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 2 Notching of tunnel lining Moderate Minor

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Minor (temporary)

Tunnel 3 Notching of tunnel lining Moderate Minor

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Minor Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 4* Notching of tunnel lining Neutral Neutral

Alterations to rock bolts Neutral Neutral

Wall reconstruction Neutral Neutral

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 5* Notching of tunnel lining Neutral Neutral

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 69 Items Proposed work Impact to fabric Visual impact

Alterations to rock bolts Neutral Neutral

Wall reconstruction Neutral Neutral

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 6 Notching of tunnel lining Moderate Minor

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 7 Notching of tunnel lining Moderate Minor

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Tunnel 8 Notching of tunnel lining Moderate Minor-moderate

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Negligible Negligible infrastructure

Site compound and hi-rail access pad Neutral Minor (temporary)

Tunnel 9 Notching of tunnel lining Moderate Minor

Alterations to rock bolts Minor Negligible

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Minor Negligible infrastructure

Site compound and hi-rail access pad Neutral Minor (temporary)

Tunnel 10 Notching of tunnel lining Moderate Minor-moderate

Alterations to rock bolts Minor Negligible

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 70 Items Proposed work Impact to fabric Visual impact

Wall reconstruction Moderate Minor

Modifications to tunnel, rail & trackside Minor Negligible infrastructure

Site compound and hi-rail access pad Neutral Neutral

Overhead Minor (temporary) wiring Notching of tunnel lining Neutral structures Neutral (overall)

Former light Notching of tunnel lining Neutral Neutral fittings

Gradient / radius / Notching of tunnel lining Minor – potential Minor – potential survey markers

Great Zig Zag Railway Overall Impact Moderate Minor deviation tunnels * Notching not required

Operation The operation of the Project would not impact non-Indigenous or archaeological heritage.

6.1.3 Mitigation measures

The detailed design and construction of the Project would be undertaken with consideration of the heritage value of the Ten Tunnels Deviation. In order to minimise impacts to fabric and the heritage setting, the following mitigation measures would be implemented: • Works at the State Heritage Register listed Ten Tunnels Deviations require approval under Section 60 of the Heritage Act 1977 which would be sought from Heritage Division. Works would be undertaken in accordance with the requirements of the Section 60 approval. • A suitably qualified and experienced heritage consultant would be engaged to provide ongoing heritage and conservation advice throughout detailed design and any subsequent relevant design modifications. • Prior to commencement of the Project, a Photographic Archival Recording (PAR) would be prepared, recording areas to be affected by the Project. The PAR would include photographs of the portal entrances and existing cable route and trough within Tunnel 3 prior to commencement of works, and include a record of views that would be modified by the Project. The recording would be undertaken in accordance with the guidelines for Photographic Recording of Heritage Items Using Film or Digital Capture prepared by the NSW Office of Environment & Heritage. The PAR would be submitted to Lithgow City Council, and copies retained as per the standards. • The 3D model prepared for the Great Zig Zag Railway deviation tunnels using detailed scanning technology should be made available as an archival

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 71 resource for the heritage item. Consideration should be given to making this resource available on relevant online catalogues and databases including the Lithgow Library, Blue Mountains Library, State Library New South Wales and the National Library of Australia. • Prior to commencement of works, consideration should be given to exploring options of conducting a video recording of the Great Zig Zag Railway deviation tunnels. This should be from the point of view of the driver, and could be achieved by mounting a camera to the front of a train or work vehicle. • The recommendations from the Statement of Heritage Impact (Artefact Heritage, 2017) are to be considered and implemented during detailed design and construction, including:

o The selection of new materials and finishes used for the proposed reconstruction of sections of tunnel lining within the Ten Tunnels Deviation should be as sympathetic to the existing character, with the aim of minimising visual impacts

o Where new concrete is used for minor repairs, this should be selected to closely match the colour and texture of the existing concrete lining, so as to avoid potential visual impact in small localised areas of new work

o Where new concrete is required for major repairs and involves new work across larger areas (i.e. more than one metre), the colour and texture of new concrete should be visually recessive and complement the existing concrete lining, while being identifiably new in order to distinguish itself from the original design and fabric of the tunnels

o Adequate allowance should be made for any variance in the physical properties of new surfacing fabric in terms of thermal expansion and contraction, to avoid cracking and physical impacts on underlying heritage significant fabric

o Opportunities to reuse the spoil from notching activities within the Project site would be developed during detailed design. • Consideration should be given to the type of material used to infill any holes left by the removal of the existing cable trough on the down track of Tunnel 3. Materials used to support or grout affected concrete would be sympathetic to existing grouting on the tunnel walls. • In areas where infringement is minimal and requires cleaning as opposed to notching, hand cleaning should be carried out wherever safe and practicable to do so. Use of with a high-pressure hose should be avoided where possible to avoid inadvertent impact or damage to mortar and bricks within the tunnel. • The Construction Environmental Management Plan (CEMP) would include procedures in accordance with TfNSW’s Unexpected Heritage Finds Guideline (Transport for NSW, 2016b) to manage activities in the unlikely event that intact archaeological relics or deposits are encountered during ground disturbing and construction activities. • A heritage induction would be provided to all on-site staff and contractors involved in the Project. The induction should clearly describe the heritage constraints of the Project site. Refer to Section 6.2.4 for additional mitigation associated with the potential impacts from vibration during notching activities. Refer to Section 7.2 for a full list of mitigation measures.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 72 6.2 Noise and vibration

A Noise and Vibration Impact Assessment was undertaken for the Project (AECOM, 2018). The assessment included establishing the existing background noise levels, construction noise management levels and vibration limits in the vicinity of Project site. Surrounding sensitive receivers that may be impacted by construction noise and vibration have been identified and mitigation measures have been recommended, where necessary, to reduce and manage noise and vibration impacts from the Project. As operational noise levels are expected to remain largely unchanged, no quantitative modelling of operational noise impacts was undertaken. The findings of the assessment are summarised in this section.

6.2.1 Existing environment

The Project would be conducted within the Blue Mountains, in an area that is sparsely populated by rural residences. The undulating nature of the topography of the area and dense vegetation cover also changes the way noise carries across a region as there is potential for attenuation from the landscape and less direct noise source-receiver pathways.

Representative receivers Five representative residential receivers in nearby Clarence were selected to access the noise impacts. These residential receivers are expected to be the most impacted by noise from the Project and are listed in Table 11. Receiver locations are presented in Figure 28. No non-residential receivers are expected to be impacted by noise from the construction activities with the nearest being over one kilometre from the Project site. Table 11 Representative receivers

Receiver ID Receiver address Distance to Project (in metres)

R1 133 Donald Road, Clarence 388

R2 29 Donald Road, Clarence 446

R3 31 Donald Road, Clarence 426

R4 25 Donald Road, Clarence 409

R5 9 Donald Road, Clarence 293

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 73

Figure 28 Representative receiver locations in relation to the tunnel portals

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 74 Background noise levels Long-term unattended measurements were undertaken to establish the existing ambient and background noise environment at potentially affected receivers near the Project site. The monitoring was conducted between 31 March 2017 and 10 April 2017. A noise logger was placed at a representative location (20 Sandham Road, Bell) and calibrated prior to and after the monitoring period with a drift in calibration not exceeding ± 0.5 db(A). The results of the unattended noise monitoring conducted can be found in Table 12. The acoustic environment of the noise logging location was characterised mainly by natural sounds with some distant highway and train noise. Night-time noise levels were very quiet, typical of a rural area. The noise environment at each of the rural residential receivers in Clarence is considered to have a similar noise environment to the unattended monitoring location. As such these residential receivers were assigned the same background noise level. All the acoustic instrumentation employed during the noise measurements comply with the requirements of AS IEC 61672.1-2004 Electroacoustics - Sound level meters - Specifications and were within their current National Association of Testing Authorities, Australia (NATA) certified in- calibration period (i.e. calibration in the last two years). In accordance with the EPA’s Noise Policy for Industry (EPA, 2017) noise monitoring affected by adverse weather conditions or extraneous noise events was excluded from the monitoring data. The Noise Policy for Industry advises that data may be affected where adverse weather, such as wind speeds higher than five metres per second or rain, occurs. Weather data were acquired from the Bureau of Meteorology’s Mount Boyce weather station (station ID 063292). Table 12 Unattended noise monitoring details

1 2 3 ID Period Rating Background Level (RBL) (L90) Ambient noise levels (LAeq)

#1 Day 31 dB(A) 45 dB(A)

Evening 30 dB(A) 44 dB(A)

Night 30 dB(A) 43 dB(A)

Notes: 1. Day is defined as 7am to 6pm, Monday to Saturday and 8am to 6pm Sundays and Public Holidays. Evening is defined as 6pm to 10pm, Monday to Sunday & Public Holidays. Night is defined as 10pm to 7am, Monday to Saturday and 10pm to 8am Sundays and Public Holidays.

2. Rating Background Level (RBL) (LA90) represents the noise level exceeded for 90 per cent of the monitoring period. 3. Ambient noise level represents the average noise level over the monitoring period.

Construction noise criteria The Interim Construction Noise Guideline (ICNG) (Department of Environment and Climate Change, 2009) is the principal guideline for the assessment and management of construction noise in NSW. The ICNG recommends standard hours of construction as: • Monday to Friday: 7am to 6pm • Saturday: 8am to 1pm • Sundays and public holidays: no works. Noise management levels (NMLs) have been determined for residential receivers in accordance with the ICNG. NMLs for residential receivers are calculated based on the rating background level (RBL) + 10 dB(A) (for daytime periods) or the RBL + 5 dB(A) (for evening and night time periods). A ‘highly noise affected’ level of 75 dB(A) for residential receivers represents the point above which there may be strong community reaction to noise.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 75

Where works exceed the NMLs, all reasonable and feasible measures (such as equipment selection and location, construction scheduling and respite periods) should be implemented to reduce noise levels as far as practicable. The construction NMLs developed for the Project for residential sensitive receivers are listed in Table 13. Table 13 Construction NMLs for residential receivers

RBL, L Standard hours noise management Out-of-hours noise management Period A90 dB(A) levels, LAeq,15min, dB(A) levels, LAeq,15min, dB(A)

Day 31 41 36

Evening 30 - 35

Night 30 - 35

Sleep disturbance noise goals have also been established for residential receivers which are based on the NSW Road Noise Policy (Department of Environment, Climate Change and Water, 2011). Based on the Policy, the sleep disturbance criteria is a screening level of 45 dB(A) LA1(1 minute) and an awakening reaction at 65 dB(A) LA1(1 minute). For traffic noise, the criterion applied on public roads generated during the construction phase of a project is an increase in existing road traffic noise of no more than 2 dB(A).

Construction vibration criteria When assessing vibration there are two categories of vibration criteria: one related to the impact of vibration to human comfort and one relating to the impact on structures (cosmetic damage). Human comfort The assessment of intermittent vibration outlined in the NSW EPA guideline Assessing Vibration: A Technical Guideline 2006 (AVTG) is based on Vibration Dose Values (VDVs). Maximum and preferred VDVs for intermittent vibration arising from construction activities are listed in Table 14. The VDV criteria are based on the likelihood that a person would comment adversely on the level of vibration over the entire assessment period.

Table 14 Preferred and maximum vibration dose values for intermittent vibration (m/s1.75)

Night time Location Daytime Preferred Daytime Max Night time Max Preferred

Residences 0.2 0.4 0.13 0.26

Structural damage to buildings At present, no Australian Standards exist for the assessment of damage caused by vibration. The German Standard (DIN 4150) provides recommended maximum levels of vibration that reduce the likelihood of building damage caused by vibration and are presented in Table 15. DIN 4150 states that buildings exposed to higher levels of vibration than recommended limits would not necessarily result in damage. In this assessment of DIN 4150 limits have been adopted for residential and heritage structures (tunnels).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 76

Table 15 DIN 4150: Structural damage safe limits for building vibration velocity

Ref Type of Structure At At At At the horizontal foundation – foundation – foundation – plane of the less than 10 10 Hz to 50 less than 10 highest floor – all Hz Hz Hz1 frequencies

1 Dwellings and buildings 15 to 20 of similar design and / or 5 mm/s 5 to 15 mm/s 15 mm/s mm/s use

2 Structures that because of their particular sensitivity to vibration, do not correspond to those listed in Group 1 3 mm/s 3 to 8 mm/s 8 to 10 mm/s 8 mm/s and have intrinsic value (e.g. buildings that are under a preservation order / heritage listed)

Note: 1. At frequencies above 100 Hz, the values given in this column may be used as minimum values.

Operational noise criteria The Noise Policy for Industry provides guidance in relation to acceptable noise limits for industrial noise emissions, which includes but is not limited to, noise emissions from mechanical plant.

6.2.2 Potential impacts

Construction noise To estimate the potential noise impacts from the Project a noise model has been developed in consultation with TfNSW, using a construction scenario consisting of a number of proposed construction activities, as described in (in Table 2 and Section 3.1.1). These activities would be confirmed by the construction contractor prior to construction commencing and further noise assessment would be undertaken if required.

Given the tunnels are located within an active operating rail environment, construction work would need to be undertaken during rail possessions (typically 48 hours over a weekend where no trains are permitted to operate, and would involve out of hours works) and extended shutdowns (typically the five days either side of a weekend possession). Extended shutdowns would generally take place between the hours of 9:45am and 6:15pm in order to allow diesel passenger (such as the XPT) and freight services to operate outside of these times. Rail possessions and shutdowns would typically be held several months apart, allowing for respite between construction periods.

Noise impacts at residential receivers Standard working hours The predicted construction noise levels at residential receivers during standard hours are shown in Table 16. Results show that noise levels at the five representative residential receivers are predicted to be below the NMLs during standard construction hours. High noise producing activities include the use of excavating equipment and jackhammers. Construction noise sources are predominately associated with noise emanating from the entrances of tunnels.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 77

Construction activities would take place during rail possessions and extended shutdowns only and therefore any noise impacts would be restricted to these discrete periods over the entire two-year construction period, reducing nuisance from prolonged periods of construction. Ground-borne noise (or ‘regenerated’ noise) is not considered to be an issue for this Project due to the relatively large distances from the Project site to the nearest sensitive receivers. Outside of standard hours The predicted construction noise levels at residential receivers outside of standard hours are shown during for the daytime, evening and night-time periods in Table 16. The modelling results show that noise levels at the five representative receivers are not predicted to exceed the NMLs during out of standard construction hours in the daytime. For the proposed evening and night-time works, noise levels at three of the representative residential receivers (R3, R4 and R5) are predicted to exceed NMLs by up to one decibel. An exceedance of the NMLs of one decibel indicates that the construction activities may be audible but are unlikely to be intrusive. Mitigation measures have been recommended in line with TfNSW’s Construction Noise Strategy. The implementation of these mitigation measures where reasonable and feasible would minimise and manage noise impacts.

6.2.3 Noise impacts at non-residential receivers

No non-residential receivers are expected to be affected by the Project with the nearest over one kilometre from the Project site.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 78

Table 16 Predicted noise impacts at representative residential receivers in dB(A)

Receiver Nearest Noise management levels in dB(A) Noise modelling results in dB(A) ID distance to rail alignment Standard Standard (metres) construction Outside of standard hours construction Outside of standard hours hours hours

Daytime Daytime Evening Night Daytime Daytime Evening Night

R1 388 41 36 35 35 35 35 35 35 R2 446 41 36 35 35 35 35 35 35 R3 426 41 36 35 35 36 36 36 36 R4 409 41 36 35 35 36 36 36 36 R5 293 41 36 35 35 36 36 36 36

Notes: 1. Items shaded in GREY indicate predicted noise impact at this receiver during this work stage is above NML

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 79 Sleep disturbance assessment As the works would require night-time works, consideration was also given to the potential for sleep disturbance to residential receivers during night-time.

Sleep disturbance results are based on the predicted night time LA1(1 minute) dB(A) noise levels for construction equipment. Based on past projects and AECOM’s experience; assumed to be eight decibels higher than Leq noise levels. The results from the sleep disturbance assessment show that no representative receivers are predicted to exceed the sleep disturbance screening criteria or the sleep awakening criteria during the works. Night-time works would take place during routine rail possessions and extended shut downs, spread over a two-year period, which would allow for respite periods between rail possessions.

Construction traffic assessment No traffic counts have been conducted for the Project, however the number of proposed heavy vehicles have been estimated at around 15 to 20 vehicles supplying plant and equipment at the beginning and end of each possession / shutdown. In addition, a number of light / medium vehicle movements would be required to service personnel and small equipment or material requirements. This is a small increase in vehicles compared with existing traffic levels on surrounding roads. Therefore, it is considered that the Project would not result in an exceedance of the road traffic noise criteria.

Vibration Vibration-intensive works include the use of road headers and jackhammer(s) (if required). The safe working distances of these items of equipment from off-site receivers are shown in Table 17 which is based on recommendations of the TfNSW Construction Noise Strategy (CNS) (TfNSW 2016a) and AECOM’s previous project experience. If these safe working distances are complied with, no adverse impacts from vibration intensive works are likely in terms of human response or cosmetic damage. Based on the indicative construction activities assessed for the Project, it is unlikely that works would occur within the safe working distances for offsite vibration sensitive receivers. If vibration-intensive works are required within these safe working distances, mitigation measures to control excessive vibration would be implemented as outlined in Section 7.2. Table 17 Safe working distances of vibration intensive equipment

Cosmetic damage – Cosmetic damage Human Plant Rating / description residential / commercial - heritage response Jack Avoid contact Hand-held 1 m (nominal) 1 m (nominal) hammer with structure Road Plant 7 m 10 m 25 m header Excavator with Plant 7 m 10 m 25 m cutting head

Works are required within the safe working distances of the tunnels, including the use of excavation equipment. The safe working distances for cosmetic damage (including for heritage items) are generally considered to be conservative and working within them would not necessarily result in damage. However, as factors such as work practices and intervening structures can affect vibration levels, vibration monitoring or vibration trials are recommended during vibration intensive works within the tunnels. This is particularly associated with the

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 80 notching of the tunnel lining, which could potentially loosen bricks (which comprise original heritage fabric) or impact the concrete lining.

Operation Environmental noise emissions from the operation of the modified tunnels are not expected to change significantly as a result of the Project, as such an assessment under the Noise Policy for Industry is not required. The New Intercity Fleet is expected to be quieter than the existing intercity trains, in particular wheel squeal and engine noise is likely to be lower. The proposed works would modify the interior of the tunnels by a maximum of 127 millimetres, so therefore operational noise from rail movements through the tunnels is expected to remain the same or be reduced from the current situation. Therefore, an assessment under the Rail Infrastructure Noise Guideline is not required.

6.2.4 Mitigation measures

It has been identified that potential construction noise impacts at three residences within the vicinity of the tunnel modification works may exceed the noise management levels. The exceedance of the noise management levels is minor (one decibel), however standard construction noise mitigation measures should still be implemented. To minimise potential vibration impacts to the heritage listed tunnels, regular inspections of the construction activities and work areas would be undertaken by structural engineers to monitor and review the construction methodology and confirm the integrity of the tunnel lining. Where is it is identified that levels of vibration are causing unacceptable damage to the tunnel lining, works would stop and the construction methodology reviewed for its appropriateness in consultation with a Heritage Consultant. Prior to commencement of works, a Construction Noise and Vibration Management Plan (CNVMP) would be prepared and implemented in accordance with the requirements of the Construction Noise Strategy (TfNSW, 2016a) and the Noise and Vibration Impact Assessment (AECOM, 2018). The CNVMP would be the key management document to prescribe mitigation measures to minimise construction noise and vibration. The measures would focus on contractor inductions, selection and operation of plant and equipment, prescribing safe working distances and management measures for vibration intensive equipment, procedures for noise and vibration monitoring or vibration trials and obtaining approvals for out of hours works. The CNVMP would be supported by the Community Liaison Plan to be prepared for the Project, which would detail community notification requirements including letter box drops and phone calls. In accordance with TfNSW’s Construction Noise Strategy, and in consultation with impacted receivers, feasible and reasonable mitigation measures would be implemented to minimise impacts during construction. In addition to the standard mitigation measures identified in the Construction Noise Strategy, a number of additional mitigation measures have been developed as a result of the predicted impacts associated with the Project. Refer to Section 7.2 for a full list of mitigation measures.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 81

6.3 Traffic and transport

A desktop review of the existing traffic environment surrounding the Project site was undertaken. Detailed traffic counts and modelling were not considered necessary as the Project is focused on the rail corridor and is unlikely to have a major impact on the surrounding road network.

6.3.1 Existing environment

Travel mode Travel data obtained from the TfNSW Transport Performance and Analytics unit (2017a) provides an insight into the Journey to Work characteristics of residents and workers. The data suggests that travel by car is the predominate mode of travel to work (80 per cent) for people living within one kilometre of the Ten Tunnels Deviation. Train travel is the second most utilised form of transport (14 per cent) with other modes making up the remaining forms (five per cent). Bus use is limited (zero per cent) as a mode of transport.

Public transport Rail services The Blue Mountains Line is an intercity rail line operated by NSW TrainLink serving the Blue Mountains, Lithgow and Bathurst regions of NSW. Regional rail services operate daily between Bathurst and Central (travelling through the Ten Tunnels Deviation). NSW TrainLink also operates daily regional rail and coach services along the Blue Mountains Line. Intercity rail services on the Blue Mountains Line vary in stopping patterns with trains commencing and terminating from Bathurst Station, Lithgow Station, Mount Victoria Station, Katoomba Station and Springwood Station. Limited stops services are provided during the morning and evening peak periods. Table 18 provides a summary of weekday services travelling through the Ten Tunnels Deviation. Table 18 Blue Mountains Line weekday services

Service Total1 Service Total1

Bathurst to Central 34 Central to Bathurst 34

Commencing at Bathurst 2 Terminating at Bathurst 2

Commencing at Lithgow 14 Terminating at Lithgow 14

Note: Source: Sydney Trains, 2018 1. Rail customer demand.

Lithgow represents the end of service for the electrified intercity train network because the Blue Mountains Line is only electrified to Lithgow, however the Blue Mountains Line is also used by other passenger services and freight, including the diesel fleets such as the XPT, Indian Pacific and Endeavour (Bathurst Bullet) which travel beyond Lithgow to destinations such as Bathurst, Orange and Dubbo. Bus services The Project site is not served by Blue Mountains Transit; however, Lithgow Buslines operate bus services to and from Lithgow Station, with the closest service (304) terminating near Zig Zag Station. Additional regional coach services are provided at Lithgow Station and Mount Victoria Station providing bus links to the other regional destinations, however these services largely travel along the Great Western Highway. During scheduled routine rail possessions

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 82 and shutdown periods, rail replacement buses are provided between the specific sections of impacted rail line.

Traffic and road network Key roads The road network in the vicinity of the Project is shown in Figure 2. The key existing roads in the vicinity of the Project site include: • Bells Line of Road / Chifley Road – a State road providing access between Sydney and Central and Western NSW that also plays an important role in providing access from the Blue Mountains to Lithgow. The road performs a secondary role for cross- mountain traffic after the Great Western Highway. It is generally a two-way, two-lane road with opportunities intermittently provided to overtake. The road forms part of the B59 road corridor, which is a route of State significance. • Darling Causeway / Station Street – a State road providing connections between Great Western Highway and Bells Line of Road / Chifley Road. It is generally a two- way, two-lane road with opportunities intermittently provided to overtake and runs in a north-south direction west of the rail corridor. B-double routes Approved B-double routes in the vicinity of the Project site include Chifley Road (B59), Darling Causeway and Main Street (B59). Traffic volumes The Annual Average Daily Traffic (AADT) volumes over the past three years indicate traffic volumes along the section of the Chifley Road / Bells Line of Road between Mount Victoria and Lithgow have mainly experienced minimal growth. AADT figures indicate traffic volumes have increased from around 1,400 vehicles to around 1,500 vehicles over the past three years. It is noted that over the course of these three years, traffic mix was around 88 per cent light / medium vehicle traffic, with heavy vehicle traffic comprising the remaining 12 per cent.

Active transport There are currently no formal cycle routes in the vicinity of the Project site. The adjacent roads are likely to be used by pedestrians and cyclists accessing local town centres or other transport modes (e.g. train stations). There may also be walking visitors to the Project site due to its close proximity to the Blue Mountains National Park, though these are not expected to be major.

6.3.2 Potential impacts

Construction Given the tunnels are located within an active operating rail environment, construction work would need to be undertaken during rail possessions (typically 48 hours over a weekend where no trains are permitted to operate, and would involve out of hours works) and extended shutdowns (typically the five days either side of a weekend possession). As described in Section 3.2.3, it is anticipated that the Project would utilise the following types of rail possessions and shutdown periods for the works: • Scheduled weekend routine rail possession and scheduled five-day shutdown on either side (extending for 12 days in total) • Scheduled weekend routine rail possession and scheduled five-day shutdown on either side with an additional three-day shutdown arranged at the end (extending for 15 days in total)

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 83

• Scheduled weekend routine rail possession with an additional shutdown period for five days either side (i.e. additional five-day shutdowns on either side of scheduled weekend possessions would be arranged to allow construction teams to undertake works more efficiently) • Scheduled weekend routine rail possessions • Scheduled four or five day possessions. A combination of 6-8 of these types of possessions would be utilised to undertake the works. An extended closure of the line would not be required, minimising disruption to passenger and freight services. Public transport impacts To minimise the impacts to public transport the Project would use pre-existing scheduled rail possessions where available. Replacement bus services are provided during these periods which would occur with or without the Project. The Project would therefore have no greater impact to public transport services during these periods. The Project would however require additional shutdown periods either side of existing weekend routine rail possessions. These shutdown periods would generally take place between the hours of 9:45am and 6:15pm in order to allow diesel passenger (such as the XPT) and freight services to operate outside of these times. Replacement bus services would provide rail customers, which use the electric passenger services, a connection to a station along the Blue Mountains Line during the additional shutdown periods. Notification of the scheduled routine rail possessions and shutdowns would be provided to rail customers prior to the closures occurring. Construction work is not expected to impact pedestrians and customers accessing stations along the Blue Mountains Line given the restricted area in which construction activities are to be carried out and that there is no public access to rail services within the Project site. Traffic Impacts on traffic during construction would be temporary with most of the construction activities being undertaken around the periods of rail possession only. Traffic impacts would largely be minor increases to travel time as a result of the movement of construction and service vehicles, particularly along Chifley Road which would provide access to the compound sites via a Sydney Trains private access road. Traffic generated by construction vehicles, including staff vehicles is likely to be minimal. Up to 20 heavy vehicles would be required for each of the individual work sites at the start and end of every rail possession. A small number of light / medium vehicles would also be required to service personnel and transport small equipment and other materials as needed to the work sites. The additional vehicle movements, particularly along Chifley Road, are unlikely to have more than minor impacts on traffic conditions given that the additional vehicle movements would be less than ten percent of the existing total daily movements along the road corridors. There may be localised impacts at construction access points. Heavy vehicles would be restricted to non- peak periods and rail possessions where possible to minimise disruptions to traffic. Parking Parking would not be affected during the construction of the Project, as the proposed construction compound locations are identified adjacent to and within the existing rail corridor at existing Sydney Trains maintenance compound areas. Property access Access to individual properties would not be affected as a result of the construction activities.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 84

Operation Once complete, there would be minimal changes to the existing operation of public transport, road users, property access or parking as a result of the Project. The speed limit for all trains using the tunnels would be reduced, however this has been assessed to have a negligible impact on the operation of the network and timetabling. The Project would allow the New Intercity Fleet to safely travel to Lithgow providing a more consistent and improved level of customer service, facilitate the replacement of two electric train sets currently in operation, and to reduce the costs of intercity operations.

6.3.3 Mitigation measures

A construction Traffic Management Plan (TMP) would be prepared by the construction contractor in consultation with TfNSW, and provided to the relevant roads authority. The construction TMP would be the primary tool to manage potential traffic impacts associated with construction. Refer to Section 7.2 for a full list of mitigation measures.

6.4 Urban design, landscape and visual amenity

A Landscape and Visual Impact Assessment (LVIA) has been undertaken by AECOM using the Roads and Maritime Services Environmental Impact Assessment Practice Note – Guideline for Landscape Character and Visual Impact Assessment (Reference number EIA- N04, 2013) as a reference document, as it is widely accepted by NSW Government authorities. The assessment methodology is described in Appendix D and the findings summarised in this section.

6.4.1 Existing environment

Land use adjacent to the Project site predominantly comprises bushland land the rail infrastructure corridor. There is low density residential located within Clarence around 300 metres to the north and Chifley Road (B59) is located to the north and east of the Project site. Refer to Section 1.4 for further detail on the existing land uses surrounding the Project site.

Landscape character The Project site is located within the rail infrastructure corridor consisting of rail tracks, tunnels, an overhead wiring system, fencing, signals and other associated rail ancillary facilities. The rail corridor is surrounded by dense mature bushland of the Blue Mountains with an access track which provides a route from Chifley Road. The Project site is characterised by flat to undulating rises and broad valleys on the geological formations of the Illawarra Coal Measures and the Berry Formation. Local relief is typically less than 20 metres. These topographical landscape features and mature trees screen views of the rail corridor from sensitive receivers.

Visual receivers Visual receivers are individuals and / or groups of people whose views may be affected by the Project. These include users of residential dwellings, commercial properties and open space and generally comprise residents, rail customers, motorists and pedestrians. Visual receivers likely to be impacted by the Project are mainly rail customers. There are no direct views of the Project site from residential areas or from passing vehicle traffic along frequently used routes.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 85

6.4.2 Potential impacts

Landscape character zones A landscape character assessment was undertaken to determine the impacts of the Project to each of the landscape character zones during construction and operation phases using the methodology described in Appendix D. The Project site and the surrounding area have been assessed into two distinct landscape character zones which comprise similar landscape features and land uses: • the infrastructure landscape character zone (tunnels, rail) • the bushland landscape character zone which is classified as having a high sensitivity. Table 19 Impacts to landscape character zones

Landscape Potential impacts Impact assessment Character Zone

Infrastructure Construction Overall, the visual impacts to the landscape • presence of temporary infrastructure landscape character character zone construction compounds situated zone are considered to be low. Considered to within existing rail maintenance it is considered that the modifications have a low facilities for Project duration would be accommodated by the sensitivity. • There would be temporary minor existing landscape and be largely visual impacts to overhead wiring unnoticeable as the works would take structures during works as place in the tunnels in an environment temporary protective linings are with low lighting and limited visibility to placed on this infrastructure to receivers (e.g. rail customers). ensure there is no inadvertent impact during works • construction equipment and materials from within the tunnels would be removed between rail possession / shutdown periods. Operation • there would be noticeable but minimal changes to the linings of the tunnels in the areas of the proposed notching and presence of new infrastructure including rock bolts and a new cable tray (in Tunnel 3). These changes would be evident to rail customers as they pass into and through the tunnels. The magnitude of change for construction and operation is considered to be low.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 86

Landscape Potential impacts Impact assessment Character Zone

Bushland Construction Overall, the visual impacts to the landscape • presence of temporary bushland landscape character zone character zone construction compounds situated are considered to be negligible. Considered to within existing rail maintenance The Project would be most noticeable have a high facilities for Project duration during construction when the sensitivity. Operation temporary construction compounds are being used and construction • there would be noticeable but equipment, fencing etc. is visible. minimal changes to the linings of the tunnels at tunnel portals at the The majority of the construction toe areas of Tunnel 1, Tunnel 2, activities would be undertaken within Tunnel 3, Tunnel 6, Tunnel 7, the tunnels and would only be visible Tunnel 8 and Tunnel 10. from this landscape character zone at The magnitude of change for the tunnel portals to be modified. construction and operation is There are no direct views of the considered to be negligible. tunnels from residential areas which are around 300 metres to the north with views screened by trees and topography.

Visual receivers Visual receivers likely to be impacted by the Project are mainly rail customers. Evidence of ongoing construction activities (during the two-year construction period) would tend to be more visible than the operational stage of the Project, however impacts would be temporary and would change throughout the different stages of construction. All of the construction activities would be undertaken within the tunnels during rail possessions and so the presence of construction activities (e.g. temporary construction compounds) would only be visible to passing rail traffic between construction periods. Temporary elements likely to be introduced into the visual environment during the two-year construction period include: • temporary fencing and hoarding • signage • other construction equipment / plant stored at compounds • site office and amenities. There are no direct views of the Project site from residential areas or from passing vehicle traffic along frequently used routes. The overall visual impact of the construction and operation of the Project is considered to be low to negligible, given the scale of the proposed modifications / construction activities, and limited views of the Project site from receivers.

6.4.3 Mitigation measures

The overall visual impacts of the Project have been determined to range from low to negligible for the landscape character and surrounding visual receiver locations. Standard mitigation measures would be implemented to further minimise construction impacts such as managing construction compounds to be left tidy and controlling littering from construction staff. The site compounds have been selected as they are existing Sydney Trains maintenance compound areas. These would be reinstated to existing conditions at the end of construction.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 87

The notching activities would be undertaken to leave a clean face to reduce the visual intrusion of the cut backs from passing rail customers during operation of the Project. Adequate allowance should be made for any variance in the physical properties of new surfacing fabric in terms of thermal expansion and contraction, to avoid cracking. Mitigation measures for impacts to non-indigenous heritage outlined in Section 6.1.3 would also mitigate visual impacts, as the heritage setting forms part of the wider visual character of the area. Refer to Section 7.2 for a full list of mitigation measures.

6.5 Socio-economic impacts

This section describes the existing socio-economic profile of the local and regional areas surrounding the Project site and identifies potential socio-economic impacts resulting from the Project. Data has primarily been sourced from the Australian Bureau of Statistics (ABS, 2011).

6.5.1 Existing environment

Regionally, settlement in the vicinity of the Project largely centres on the small towns of Clarence, Dargan and Vale of Clwydd, all within the Lithgow LGA. Based on the estimated resident population for 2016 (ABS, 2016a), the population of the Lithgow LGA is estimated to be 21,474. The Lithgow LGA has experienced moderate population growth between 2012 and 2016 which is expected to continue to steadily rise over the next 20 years. Land use adjacent to the Ten Tunnels Deviation generally comprises bushland and rail related infrastructure (including an access road and maintenance compounds). The closest residential properties are located around 300 metres to the north of the Project site within Clarence. No non-residential receivers (including education, health or other community facilities) were identified within one kilometre of the Project site.

6.5.2 Potential impacts

Construction Construction of the Project has the potential to temporarily impact customers and other local receivers as a result of: • construction noise, vibration and dust (see Sections 6.2 and 6.9) • changes to public transport as a result of additional rail shutdown periods (where buses would replace electric passenger services) (see Section 6.3) • temporary impacts to local traffic movements along Chifley Road due to a small increase in truck movements for the purposes of delivering materials and equipment and transporting waste (see Section 6.3) • limited landscape character and visual impacts (see Section 6.4). While increased noise, vibration and dust have the potential to result in amenity impacts on local residents in the affected areas, based on proximity to the Project site and nature of the works, impacts are anticipated to be minor to negligible. No property acquisition would be required as a result of the Project.

Operation Operation of the Project would not result in any major impacts on social or economic values.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 88

6.5.3 Mitigation measures

Measures to address amenity impacts relating to specific aspects have been identified in the relevant sections of this REF. In addition to these measures, a number of safeguards would be implemented to minimise potential impacts on the community with a particular focus on keeping the community informed. Refer to sections 6.2, 6.3, 6.3 and 6.9 for discussion on the potential traffic / access, noise, visual amenity and dust impacts arising from construction of the Project and the proposed management strategies. Refer to Section 7.2 for a full list of mitigation measures.

6.6 Indigenous heritage

This section provides the Aboriginal archaeological due diligence assessment that was undertaken for the Project in accordance with the Due Diligence Code of Practice for the Protection of Aboriginal Objects in New South Wales (DECCW, 2010a).

6.6.1 Existing environment

An Aboriginal Heritage Information Management System (AHIMS) search was undertaken for the Project site with a 10 kilometre radial buffer on 10 March 2017. A total of 36 AHIMS sites were identified within the search area, with no sites identified within 200 metres of the Project site. Certain landscape features can often indicate the likely presence of Indigenous objects, such as nearby waterways, sand dune systems, ridge tops, ridge lines, headlands, cliff faces and rock caves / shelters. The Ten Tunnels Deviation is a series of tunnels constructed between 1908 and 1910 through the Blue Mountains. There is no known Indigenous heritage within the tunnels. The extensive landscape modification and high level of disturbance that has occurred across the Project site suggests that the presence of culturally sensitive buried items is unlikely within the boundaries of the Project site.

6.6.2 Potential impacts

Construction Construction of the Project would not involve tree removal or excavation or other ground disturbing activities, and all of the intrusive construction activities would be conducted within the tunnels which do not contain any known Indigenous heritage items. As known Indigenous heritage items have not been identified within the Project site, based on the nature of the works and level of previous disturbance, Indigenous heritage is not likely to be impacted by the Project. In addition, given the high level of previous disturbance as a result of the construction of the existing rail line, the potential for unknown items to be present in the tunnels is considered to be very low. As such, the Project is unlikely to affect Indigenous heritage during construction.

Operation There would be no risks to Indigenous heritage during the operation of the Project.

6.6.3 Mitigation measures

If previously unidentified Indigenous objects are uncovered during construction, work would cease in the vicinity of the find and the TfNSW Project Manager and TfNSW Environment and Planning Manager would be notified immediately to assist in co-ordinating next steps which are likely to involve consultation with an archaeologist, OEH and the Local Aboriginal Land

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 89

Council(s). If human remains are found, work would cease, the site would be secured and the NSW Police and OEH would be notified. Refer to Section 7.2 for a full list of mitigation measures.

6.7 Biodiversity

A flora and fauna impact assessment was undertaken for the Project. This included a desktop review of the potential for presence of threatened species and ecological communities, and site inspections. The following databases and resources were investigated: • NSW Office of Environment and Heritage Atlas of NSW Wildlife Database within a five kilometre radius of the Project site (OEH, 2016a) • Protected Matters Report that documents all Matters of National Environmental Significance (NES) within five kilometres of the Project site; NES include threatened species, communities and migratory species which are listed under the EPBC Act (DoEE, 2016) • NSW Department of Primary Industries. Fishing and Aquaculture – Profiles for species, populations and ecological communities (DPI, 2016a). • NSW Department of Primary Industries Noxious Weeds List (DPI, 2016b) • Survey methods were developed following a review of the OEH Threatened Species Survey and Assessment: Guidelines for developments and activities (working draft) (DEC, 2004). Site inspections of the Project site and surrounds were undertaken by a qualified ecologist on 23 April, 28 August and 5 September 2017. The field inspection generally documented relevant characteristics such as slope, aspect, general vegetation coverage and drainage. The assessment also included a habitat assessment with particular reference to potential habitat for threatened species. Three bat detection devices (SongMeter II) were placed adjacent to tunnel openings (at Tunnels 1, 3 and 10) for a period of five days each in September 2017. Detailed fauna assessment, such as trapping, was not undertaken.

6.7.1 Existing environment

The Project site is a mountainous sandstone region characterised by varying, often steep topographical features including plateaux and escarpments comprising the Great Dividing Range. The Project site is within a modified environment that has been historically disturbed by the construction of rail infrastructure, including numerous cuttings, embankments, bridges and access roads. As part of the operation of the rail infrastructure, routine maintenance and clearance works are undertaken to ensure the safe passage of freight and passenger trains as well as to ensure clearance distances for associated infrastructure (signals, overhead wiring systems, etc.). This includes clearing overgrown vegetation in and around the rail corridor and associated access roads and ancillary facilities. The Project site is not situated within a conservation reserve and is located around two kilometres from the Blue Mountains National Park. Vegetation communities The desktop assessment identified 20 threatened ecological communities (TECs) within a five- kilometre search radius listed under the NSW Biodiversity Conservation Act 2016 (BC Act). The assessment identified 15 TECs listed under the Commonwealth Environment Protection

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 90 and Biodiversity Conservation Act 1999 (EPBC Act), with 14 of these also being listed under the BC Act. A detailed list of the identified threatened communities is provided in Appendix E. Threatened flora The desktop assessment identified 20 threatened plants with the potential to occur within or near the Project site. Of these, one was considered to have a high likelihood of occurrence within the Project site (Acacia flocktoniae, Flockton Wattle). There are 11 known records of Acacia flocktoniae within the vicinity of the Project site. A substantial proportion of the Blue Mountains population of this species is actively protected in Blue Mountains National Park. The potential for impact upon this species was deemed to be low given the Project would not require the clearing of any vegetation. A further five species were identified as having a moderate likelihood of occurrence, though these species were also deemed to not be affected by the Project given no clearing is proposed. A detailed list of the identified threatened flora is provided in Appendix E. Fauna habitat The vegetation located around the Project site generally consists of native forest over a moderately dense understorey and is generally in good condition, with the exception of operational elements of the rail corridor where vegetation is generally in poorer condition or absent. Fauna habitats recorded within the rail corridor during the field survey include: • riparian vegetation comprising natural and constructed drainage channels where surface-water dependent vegetation occurs • woodland and forest • heathland. Fauna habitat also exists within both constructed and natural landscape features of the Project site. Such features include constructed elements such as culverts and drainage lines, but also natural rock overhangs, rocky outcrops and caves. Results from the field assessment confirmed that the tunnels are unlikely to constitute habitat for species of cave-dwelling bats. Fauna The desktop assessment identified 41 threatened fauna species that have the potential to occur within or near the Project site. This includes three amphibians, 20 birds, two insects, two fish, 12 mammals, and two reptiles. Of these species, 17 were deemed as having a moderate likelihood of occurrence within the Project site, with one determined as having a high likelihood of occurrence within the fauna habitats present in the Project site. Two fauna species, Eastern False Pipistrelle (Falsistrellus tasmaniensis) and Eastern Bentwing-bat (Miniopterus schreibersii oceanensis), were deemed to have the potential to use the rail tunnels for roosting habitat. During the site visit all tunnels were inspected for their habitat potential for cave roosting bats. It was noted that the tunnels, being fully brick lined throughout, generally presented little to no habitat opportunity for bats. This was due to the general absence of suitably sized crevices and other protective features. For most of the tunnels no weep / drainage holes were present, with only occasional holes from coring investigations being present. All accessible core holes were inspected within none exhibiting any bat habitat. It was noted that many of these were also covered in a thin veil of cobwebs indicating little to no use by bats or other large animals. Weep / drainage holes were observed to be present in the two longest tunnels (Tunnel 1 and 10). These holes were around 20 millimetres by 80 millimetres and were spaced around every five metres at a height of around 3.5 metres from the base of the tunnel. Water was observed flowing out of many of these indicating that they are still open to the rock face behind. Generally, these openings were deemed too small and / or too shallow to provide suitable roosting habitat for cave-dwelling bats. Of those inspected, none showed any signs of use as roosting habitat for these species.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 91

In addition to the visual inspection three bat detection devices (SongMeter II) were placed outside three of the tunnels for five nights (Tunnels 1, 3 and 10). These devices produced only a small number of records identifiable as bats. The records obtained were limited with few distinctly identifiable targets, though there was one record of the eastern bentwing bat identified as being a possible detection of the species outside Tunnel 3. A detailed list of the identified threatened fauna is provided in Appendix E. Migratory species Four migratory species were identified as having the potential to occur within five kilometres of the Project site. None of these species were deemed likely to be affected by impacts arising from the Project and as such were not considered further. Noxious weeds Numerous common environmental weeds were identified as being present within the Project site. During the site inspection, weeds in the Project site were noted as generally being located within disturbed areas such as along the active rail line, access tracks and around the maintenance compound areas. Two weeds of national significance were recorded in the Project site, including; Senecio madagascariensis (Fireweed) and Rubus fruticosus aggregate (Blackberry). Both of these species are designated as Class 4 noxious weeds in the Lithgow LGA.

6.7.2 Potential impacts

Construction No clearing of native vegetation or earthworks are required for the Project. Therefore, there would be no direct impact upon native vegetation or connectivity between adjacent habitats. As such, the potential impacts on biodiversity as a result of the Project, include: • spread of weeds, pests and pathogens • introduction of additional source of disturbance through noise, vibration and light • contaminant pollution from stored fuels and hazardous materials • injury and mortality of fauna species from vehicles strikes. Threatened ecological communities No threatened ecological communities are likely to be impacted by the Project. Threatened flora No threatened flora species were identified during the site inspections. One flora species, Acacia flocktoniae (Flockton Wattle), is considered likely to occur within the vicinity of the Project site as a population of this species is actively conserved within the Blue Mountains National Park. As the Project site is outside of the Blue Mountains National Park, the Project would not impact on any known habitat of that population. The potential for the Project to affect an isolated population outside the national park is considered to be negligible given the Project would not clear any vegetation. Threatened fauna In general the Project would have a negligible impact upon fauna habitat. There is however a low potential for impact upon roosting bat habitat within the tunnels due to the introduction of additional noise, vibration, light and site personnel compared with current level of disturbance. The tunnels are not expected to offer foraging habitat for bat species. An assessment of significance has been undertaken for threatened species (or their habitat) that are likely to be

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 92 affected by the Project (see Appendix F). This assessment indicates that significant impacts upon these species are unlikely. Despite this mitigation measures would be applied to reduce the potential for any undetected species or their habitat. Migratory species The Project is deemed unlikely to result in significant impacts upon individuals or habitat of migratory species.

Operation There would be no change to the existing operations of the Blue Mountains Line as a result of the Project. The operational Project would not be expected to introduce any new weed or pest threats, nor would the Project introduce any greater levels of noise, light or vibration. The Project would not change the current rate of injury or mortality to fauna and no additional vegetation would be required to be cleared, hence habitat quality and connectivity would not be affected.

6.7.3 Mitigation measures

The Project site is an active rail corridor so to the extent that is safe and practicable, consideration should be given to implementing the management measures identified in Section 7.2 to protect and enhance existing ecological assets and values. These measures have been determined with view primarily to protecting potential threatened species habitat within the Project site.

6.8 Soils and water

6.8.1 Existing environment

Landform The Project site generally follows a ridge line which forms a boundary between two catchments, both of which ultimately flow to the Hawkesbury-Nepean River. From Medlow Bath to Lithgow the ridge line separates the Lake Burragorang catchment to the north from the Cox’s River catchment to the south. The Project site predominantly keeps to the very upper reaches of the Cox’s River catchment. However, in several locations it is low enough in the catchment to cross small waterways. These waterways are largely tributaries flowing into larger watercourses including Lithgow Valley Gully, Reedy Creek and Dargans Creek. The catchments in the Project site are characterised by steep topography, and large areas of natural bushland interspersed with low density residential areas. The entire Project site lies within SEPP (Sydney Drinking Water Catchment) 2011 drinking water catchments. The area immediately surrounding the Project site is a mountainous sandstone region creating steep topographic features. Hydrogeology and groundwater Registered groundwater bore information was obtained from the NSW Department of Primary Industries - Office of Water and the Bureau of Meteorology Australian Groundwater Explorer online database. Based on a review of available groundwater bore search data, no recorded measurements occur within close proximity to the Project site, however seepage has been observed in the tunnels resulting from groundwater. Given no earthworks are proposed and the notching activities would not result in disturbance to the natural ground, the risk of encountering groundwater is considered low.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 93

Geology and topography The Sydney 1:250,000 Geological Sheet (Geological Survey of NSW, 1983) notes that the Project site is located within the Berry Formation, consisting of sandstone, shale and conglomerate. The local geology is Banks Wall Sandstone, which comprises gravelly quartz sandstone with prominent siltstone beds. The landscape features between the tunnels mean some sections of track are constructed with cuttings, embankments or other structures. By following the ridge line the corridor generally avoids crossing waterways and major overland drainage paths.

Soils The Project is underlain by the Lithgow residual soil landscape group. The Lithgow soil landscape is characterised by flat to undulating rises and broad valleys on the Illawarra Coal Measures and the Berry Formation. Local relief is typically less than 20 metres and slope gradients less than 10 per cent. Soil profiles are typically moderately deep (<120 centimetres) with dominant soils comprising sandy loam and clay loam. Potential issues include localised mine subsidence and localised rock fall hazard. The Australian Soil Resource Information System (ASRIS, 2014) indicates that the Project site has a low to extremely low probability of acid sulfate soil occurrence.

Flooding One known flood study in the vicinity of the Ten Tunnels Deviation has been carried out: the Lithgow Floodplain Management Study (Greater Lithgow City Council, 1992). This study is soon to be updated as part of a more recent review of flooding at Lithgow and surrounding areas. Detailed flooding investigations have not been undertaken within the Project site, primarily because flood risk is low due to the proximity to the regional ridge line along the length of the Project site.

Local drainage There are a number of minor drainage structures and stormwater networks in the vicinity of and under the Project site. The structures and networks generally drain away from rail infrastructure (tracks, equipment, etc.) to local streams, creeks and channels to the Lake Burragorang and Cox’s River catchments, depending on location. These two catchments ultimately drain into the Hawkesbury-Nepean River.

Existing water quality The Project site drains to the drinking water catchments of the Lake Burragorang and Cox’s River. Besides the importance of preserving aquatic ecosystems, waterway health, and visual amenity, there are also a variety of uses for water bodies such as Megalong Creek and Yosemite Creek that include primary contact recreation (e.g. swimming), secondary contact recreation (e.g. fishing) and aquatic foods.

Contamination A preliminary assessment of contamination was undertaken to assess the potential for contamination to be present at the Project site which may present a risk to workers and / or the environment during the construction and operation of the Project. The Project site, as an active rail corridor which has been used for over 100 years may have been contaminated with fuel, grease, or chemical spills from trains and other rail related activities. Contaminants of potential concern include: Total Petroleum Hydrocarbons (TPH), Benzene, Toluene, Ethylbenzene, Xylene (BTEX), Polycyclic Aromatic Hydrocarbons (PAHs), Volatile Organic Compounds (VOCs), Volatile Halogenated Compounds (VHCs), metals, herbicides and pesticides. Given the works would be undertaken to the tunnel lining and no

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 94 earthworks are proposed as part of the Project, the potential risk to uncover areas of contamination is considered low.

6.8.2 Potential impacts

Construction The construction activities and proposed compound locations are detailed in Section 3.2. During construction, while activities would not likely disturb soil, notching of the tunnel lining may have the potential to affect local water quality through sedimentation. The following construction phase activities have been identified as potentially affecting soils and water quality: • pollutants (such as fuel, chemicals, sediments or wastewater) could enter into the stormwater network and / or track drainage, or flow into waterways without appropriate safeguards such as covering stockpiles and the provision of adequate bunding • tunnel notching activities may affect local water quality through the release of sediments from the storage and transfer of spoil. Sedimentation has the potential to increase turbidity, and this could reduce photosynthetic productivity, reduce channel habitat from sediment deposition and contaminate surface water • the proposed construction compounds may be used for minor volumes of concrete batching or storage of construction materials, chemicals or fuel. These materials may impact on soils and water if not contained and are otherwise transported offsite. However, given the minor nature and extent of the proposed construction activities, these impacts are considered unlikely to significantly impact soils and water quality with the implementation of standard construction mitigation measures as recommended in the ‘Blue Book’ - Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004). As the Project site falls within a drinking water catchment, Water NSW requires that any impacts from the Project must result in a neutral or beneficial effect (NoRBE) on water quality. This includes an assessment of the adequacy of the mitigation methods and safeguards to be implemented. The NoRBE assessment (provided in Appendix C) determined that the Project would have a neutral effect on water quality. Contamination assessment The Project does not require ground disturbance and therefore the risk exposing contaminated soils and / or hazardous materials is considered low. Spoil from tunnel lining removal would be managed appropriately (including storage and transfer) to reduce the risk of sediments leaving the Project site. There is however, a potential for Project construction activities to result in the contamination of soil through accidental fuel or chemical spills from construction plant and equipment.

Operation There would be limited changes to the operation of the rail infrastructure following the Project. The Project would not result in any changes to impervious areas in the tunnels. Therefore, there would not be an increase in stormwater runoff volumes or peak flows due to the works during operation. No drainage works are proposed. The capacity of the existing drainage network is not expected to be impacted by the Project.

6.8.3 Mitigation measures

A number of measures have been developed to address impacts to soil and water, and to reduce the risk of encountering contamination. This includes the implementation of site-

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 95 specific Erosion and Sediment Control measures in accordance with the ‘Blue Book’ (Managing urban stormwater: soils and construction, Landcom, 2004). Other measures to mitigate potential impacts from any contaminated soil / materials during construction would be developed and implemented through an unexpected contamination finds procedure and Waste Management Plan as part of the CEMP. An environmental risk assessment would be undertaken as part of the CEMP and would include a section on contamination. Chemical testing and visual characterisation would also be undertaken to confirm the suitability of the material for offsite disposal or reuse. Impacts and mitigation for waste is discussed in Section 6.10.1. Refer to Section 7.2 for a full list of mitigation measures.

6.9 Air quality

A risk assessment was undertaken to assess potential dust impacts resulting from the Project. The assessment was undertaken in accordance with methodology described in the UK Institute of Air Quality Management’s Guidance on the assessment of dust from demolition and construction (IAQM, 2014). The risk of dust and human health impacts were determined based on the scale of activities and proximity to sensitive receivers using the following four- step process: • Step 1: screening based on distance to nearest sensitive receptors • Step 2: assessing the risk of dust impacts from activities based on:

o the scale and nature of the works, which determines the potential dust emission magnitude

o the sensitivity of the area • Step 3: determining site-specific mitigation for dust-emitting activities • Step 4: reassessing the risk of dust impacts after mitigation has been considered. Due to the distance covered by the Ten Tunnels Deviation, only areas with the highest risk of dust impacts (i.e. those areas with the largest amount of tunnel notching works and nearby sensitive receptors) were selected to provide a conservative worst-case scenario.

6.9.1 Existing environment

Based on the land uses surrounding the Project site, the existing air quality is considered to be characteristic of a natural environment with much of the surrounding land containing remnant bushland that forms part of the Great Dividing Range. A search of the National Pollutant Inventory undertaken on 31 October 2017 for the 2015-2016 reporting period identified 38 air polluting substances from 11 sources in the Lithgow LGA. The closest source was identified at Clarence Colliery Road, Clarence, around two kilometres north of the Project site. Other contributors to air quality within the Project vicinity include emissions from the low number of motor vehicles on the surrounding road network and diesel trains from the within rail corridor. Results obtained from the closest EPA monitoring stations at Bathurst (about 60 kilometres west of Lithgow) indicate that the average concentrations of PM10 are below the 24-hour average criteria level (for the period of 2012 – 2016, the average 24-hour PM10 was 14.0 3 3 µg/m and maximum 24-hour PM10 was 145.0µg/m . This coincides with land uses that are characterised by a mix of agriculture, light commercial and residential areas. However, considering the Project site is situated at a higher elevation, and is predominantly residential land use, the concentrations of PM10 are likely to be slightly lower than Bathurst. Due to the relatively remote location of the Ten Tunnels Deviation, the nearest sensitive receiver (e.g. residences, hospitals, schools or aged care homes) is a residential property

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 96 located around 300 metres from the Project site on the down track side of the Tunnel 1 eastern (Sydney) portal.

6.9.2 Potential impacts

Construction The key air quality impacts that have the potential to occur during construction would be temporary impacts associated with dust particles and emissions of carbon monoxide, sulphur dioxide, particulate matter, nitrous oxides, volatile organic compounds and other substances associated with the combustion of diesel fuel and petrol from construction plant and equipment. Anticipated sources of dust and dust-generating activities include: • notching of the tunnel lining • tunnel lining spoil storage and transfer • concrete batching at the construction compound locations • stockpiling activities • loading and transfer of material from trucks • other general construction activities. While the notching on the haunch and toe sections of the tunnels would require use of road headers with potential for dust generation, the overall sensitivity to human health was classified as negligible and dust soiling impacts were classified as low due to the distance of sensitive receivers from the Project site. Workplace health and safety risks of dust generation within the tunnels would be managed as part of the construction contractor’s workplace health and safety plan. Despite the distance to sensitive receivers, the implementation of mitigation measures outlined in Section 7.2 would be implemented.

Operation Overall impacts on air quality during the operation of the Project are considered minimal as the Project would not result in a change in land use.

6.9.3 Mitigation measures

Mitigation measures aimed at reducing the likelihood of emissions from vehicles, plant and equipment have been developed in accordance with TfNSW’s Air Quality Management Guideline (2017b). Section 7.2 provides a full list of mitigation measures proposed to manage air quality issues during construction. The measures are largely aimed at maintenance of vehicles and equipment and co-ordinating vehicle and plant movements, and implementing measures for dust suppression including watering, covering loads and progressive rehabilitation of exposed areas.

6.10 Other impacts

6.10.1 Waste

The Project would require a wide range of materials during construction including steel, concrete and cabling. Opportunities to use recycled and sustainable building materials would be considered at the detailed design and procurement stages, where feasible and reasonable. During construction, the Project would generate various types of waste. Typical types of waste that may be generated by the Project would include:

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 97

• spoil from tunnel lining (i.e. bricks, concrete) • electrical wiring and conduit waste (from electrical connections) • general litter, including food scraps generated by construction workers • liquid waste such as oils and chemicals from equipment maintenance, in addition to sewage from construction site facilities. Appropriate planning of construction activities would reduce the volume of surplus materials. Where possible, surplus materials and construction waste would be reused or recycled. Construction waste associated with the Project would be managed in accordance with the Waste Avoidance and Resource Recovery Act 2001 (WARR Act) and any offsite disposal of waste would be classified in accordance with the Environmental Protection Authority’s Waste Classification Guidelines Part 1: Classifying waste (NSW EPA, 2014). A Waste Management Plan would be prepared as part of the CEMP. Construction waste would be managed through the waste hierarchy established under the WARR Act. In addition, the handling, storage, transport and disposal of any asbestos and hazardous waste that may be encountered during construction, would be in accordance with the requirements of the Protection of the Environment Operations Act 1997 (POEO Act), WARR Act and relevant guidelines. The operation of the Project is not anticipated to result in changes to current operational waste outputs. Refer to Section 7.2 for a full list of mitigation measures.

6.11 Cumulative impacts

Cumulative impacts occur when two or more projects are carried out concurrently and in close proximity to one another. The impacts may be caused by both construction and operational activities and can result in a greater impact to the surrounding area than would be expected if each project was undertaken in isolation. Multiple projects undertaken at a similar time / similar location may also lead to construction fatigue, particularly around noise, traffic and air quality impacts, if not appropriately managed.

6.11.1 Existing or potential projects

A search of the Department of Planning and Environment’s Major Projects Register, Joint Regional Planning Panel Development and Planning Register, and the Lithgow City Council Development Application Registers identified a number of developments within one kilometre of the Project site. These are outlined in Table 20. In addition, proposed and current Sydney Trains and TfNSW projects were also considered. The New Intercity Fleet - Springwood to Lithgow Rail Corridor Modifications Project was determined by TfNSW in August 2017 which will involve modifications needed along the rail corridor from west of Springwood Station to Lithgow Station (but excluding the Ten Tunnels Deviation which is the subject of this assessment) to accommodate the new and existing trains. The key features of that Project include: • Extending platforms at Katoomba Station and Lithgow Station • Modifications to station platform edges (known as platform coping), and the existing platform canopy at Faulconbridge Station • Re-positioning of rail tracks along the length of the rail corridor • Signalling works and upgrades to the overhead wiring system and supporting structures.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 98

The modifications to the Ten Tunnels Deviation and the Springwood to Lithgow Rail Corridor Modifications would likely be undertaken concurrently within a similar timeframe. These projects would be co-ordinated by TfNSW to minimise cumulative impacts, such as using the same rail possessions and shutdown periods to minimise public transport impacts. In addition to minimising public transport impacts, construction staging for the two projects would be spread across the Blue Mountains Line between Springwood and Lithgow, reducing cumulative impacts (air quality, noise, traffic) to individual receptors within a particular geographic area. Works would also be undertaken during rail possessions and shutdowns which occur several months apart, allowing respite between construction periods. The cumulative impacts to the non-indigenous heritage of the Blue Mountains Line are considered minor, as the Projects would not change the setting or character of the heritage items in the rail corridor. Table 20 Development within proximity to the Project site

Major Extension of the underground The project was The Clarence Coal Mine is Projects Clarence Coal Mine into a number approved on 19 around two kilometres to Register of new mining lease areas December 2005 the north of the Project primarily to the west of the site. existing mine

Two modifications to the The project was The Clarence Coal Mine is extension of the Clarence Coal approved 17 June around two kilometres to Mine involving the establishment 2014 the north of the Project of a new reject replacement area site. and upgrade of the effluent irrigation system, increase in employed personnel, and redirection of road haulage routes via Mount Victoria and the Great Western Highway through Lithgow

Development of a sand and kaolin The project was Near to the Project site at mine (Newnes Kaolin Mine) approved 14 March Newnes Junction Station. 2006

Sydney Ongoing maintenance works Ongoing, likely during Within the Project site Trains works on the Project

There were no identified projects listed under the Joint Regional Panel Development and Planning Register or TfNSW projects in the vicinity of the Project site.

In addition to the above, a search has been undertaken to determine local developments being undertaken within the vicinity of the Project site. This involved searches of development applications that have been submitted or determined within the last 28 days on the Lithgow City Council Development Application Register as of January 2018. The searches identified numerous developments on exhibition within the vicinity of the Project site. These primarily involved alterations or additions to existing developments. No Projects were identified within or adjacent to the Project site. Potential cumulative impacts may occur as a result of Project construction occurring simultaneously with other development in the area. Potential impacts could include: • increased traffic within the road network surrounding the Project site and associated delays for road users

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 99

• increased construction noise and vibration levels • increased dust • reduced visual amenity. Considering the minor and temporary nature of the works within Project site and that the majority of works would be undertaken during scheduled rail possessions, the cumulative impacts would likely be negligible, provided that mitigation measures in Section 7.2 are implemented. In addition, as the works would be restricted to rail possessions over weekend periods, they are less likely to coincide with other construction activities in the surrounding area aside from maintenance works to be undertaken along the rail line during the scheduled possessions.

6.11.2 Mitigation measures

The potential cumulative impacts associated with the Project would be further considered as the design develops and as further information regarding the location and timing of potential developments is released. Environmental management measures would be developed and implemented as appropriate. Consultation with relevant stakeholders including Lithgow City Council would also be undertaken during construction planning where required, to consider potential cumulative impacts and implement measures required to minimise these impacts.

6.12 Climate change and sustainability

6.12.1 Greenhouse gas emissions

Greenhouse gas emission sources associated with the Project can be categorised into three types depending on the source of the emissions as described in Table 21. Table 21 Greenhouse gas emission categories

Emission Scope Definition

Scope 1 Direct emissions generated by the Project

Scope 2 Indirect emissions from electricity use generated offsite

Scope 3 Emissions generated during the production of materials used onsite or disposal and maintenance materials

Direct greenhouse gas emissions, primarily carbon dioxide, would be expected during construction of the Project as a result of combustion of fuel in construction equipment and vehicles used to transport materials and personnel to and from site. The anticipated indirect greenhouse gas emissions would result from: • electricity used onsite during construction for construction compounds and equipment (generated at a power station offsite) • disposal and decomposition of waste generated from construction work and staff • emissions used in the production of materials used on site such as concrete. The volume of greenhouse gas emissions generated during construction would depend on both the type and quantity of construction equipment, vehicles and materials used. Due to the small scale of the Project and the short-term temporary nature of the individual construction activities, it is considered that greenhouse gas emissions resulting from the construction of the Project would be minimal.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 100

The Project may also result in an increase in use of public transport and a relative decrease in use of private motor vehicles by commuters and visitors travelling to and from the Blue Mountains and Lithgow LGAs. A modal shift in transport usage may reduce the amount of fuel consumed by private motor vehicles with a corresponding relative reduction in associated greenhouse gas emissions in the local area.

6.12.2 Climate change

The dynamic nature of our climate system indicates a need to focus attention on how to adapt to the changes in climate and understand the limitation of adaptation. The NSW Office of Environment and Heritage describes the climate of the area around the Blue Mountains as falling into a mountainous climate zone, where snow occasionally occurs. Rainfall occurs throughout the year, with wetter areas situated in higher altitude, such as the area where the Project is situated (OEH, 2016). The NSW Climate Impact Profiles (DECCW, 2010b) and Impacts of Climate Change on Natural Hazards Profile – Western Region (DECCW, 2010c) suggests that projected climate change for the Sydney / Coast and Western regions (as representative of the Project site) by 2050 is anticipated to involve: • increases in daily maximum temperatures by up to three degrees Celsius • increases in summer rainfall by up to 50 per cent, and a 10 to 20 per cent reduction in rainfall during winter, and associated increases in runoff during summer and autumn • changes to El Nino – Southern Oscillation (ENSO) cycle. Impacts on infrastructure resulting from the projected climate change (as a reflection of changes in natural hazards) may include: • increases in average temperatures • increase in fire frequency as a result of higher temperatures and changes to rainfall patterns, along with an increase in the number of very high – extreme fire days, and extension of the fire season • increase in the incidence of flash flooding • increase in the frequency and intensity of heatwaves due to higher temperatures. Changes in climate that result in increases in the incidence of flash flooding are unlikely to affect the Project. Refer to Section 6.8 for more information on the potential for flooding to impact on the Project. Climate change may also lead to an increase in frequency and severity in bushfires. A majority of the Project site is situated on land mapped as bushfire prone (NSW Government, 2017b), however the risk of asset damage from bushfires would be minimised through the implementation of measures outlined in Section 7.2 .

6.12.3 Sustainability

The design of the Project would be based on the principles of sustainability, including the incorporation of the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013) and TfNSW’s EMS. These guidelines require a number of mandatory and discretionary initiatives to be applied. Refer to Section 3.1.5 for more information regarding the application of these guidelines. Further positive impacts in relation to climate change and sustainability associated with the Project include encouraging a reduction in private vehicle use and increase the use of public transport services.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 101

7 Environmental management

This chapter of the REF identifies how the environmental impacts of the Project would be managed through environmental management plans and mitigation measures. Section 7.2 lists the proposed mitigation measures for the Project to minimise the impacts of the Project identified in Chapter 6.

7.1 Environmental management plans

A CEMP for the construction phase of the Project would be prepared in accordance with the requirements of TfNSW’s EMS. The CEMP would provide a centralised mechanism through which all potential environmental impacts relevant to the Project would be managed, and outline a framework of procedures and controls for managing environmental impacts during construction. The CEMP would incorporate as a minimum all environmental mitigation measures identified below in Section 7.2, any conditions from licences or approvals required by legislation, and a process for demonstrating compliance with such mitigation measures and conditions.

7.2 Mitigation measures

Mitigation measures for the Project are listed below in Table 22. These proposed measures would minimise the potential adverse impacts of the Project identified in Chapter 6 should the Project proceed.

Table 22 Proposed mitigation measures

No. Mitigation measure

General

1. Any modifications to the Project would be subject to further assessment and approval by TfNSW. This assessment would need to demonstrate that any environmental impacts resulting from the modifications have been minimised.

2. A CEMP would be prepared by the Contractor in accordance with the relevant requirements of Guideline for Preparation of Environmental Management Plans, (Department of Infrastructure, Planning and Natural Resources, 2004) for approval by TfNSW, prior to the commencement of construction and following any revisions made throughout construction.

3. A project risk assessment including environmental aspects and impacts would be prepared by the Contractor prior to the commencement of construction and documented as part of the CEMP.

4. Site specific Environmental Controls Maps (ECMs) would be developed by the Contractor in accordance with TfNSW‘s Guide to Environmental Controls Map (TfNSW, 2016c) for approval by TfNSW, prior to the commencement of construction and following any revisions made throughout construction.

5. Prior to the commencement of construction, all contractors would be inducted on the key Project environmental risks, procedures, mitigation measures and conditions of approval.

6. Site inspections to monitor environmental compliance and performance would be undertaken during construction at appropriate intervals.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 102

No. Mitigation measure

Non-Indigenous heritage

7. Works along the Ten Tunnels Deviation require approval under Section 60 of the Heritage Act 1977 which would be sought from the Heritage Division. Works would be undertaken in accordance with the requirements of the Section 60 approvals.

8. A suitably qualified and experienced heritage consultant would be engaged to provide ongoing heritage and conservation advice throughout detailed design and any subsequent relevant design modifications.

9. Prior to commencement of the Project, a Photographic Archival Recording (PAR) would be prepared, recording areas to be affected by the Project. The PAR would include photographs of the portal entrances and existing cable route and tray within Tunnel 3 prior to commencement of works, and include a record of views that would be modified by the Project. The recording would be undertaken in accordance with the guidelines for Photographic Recording of Heritage Items Using Film or Digital Capture prepared by the NSW Office of Environment & Heritage. The PAR would be submitted to Lithgow City Council, and copies retained as per the standards. A 3D model prepared for the Ten Tunnels Deviation using detailed scanning technology would be made available as an archival resource for the heritage item. Consideration would be given to making this resource available on relevant online catalogues and databases including the Lithgow Library, Blue Mountains Library, State Library New South Wales and the National Library of Australia. Prior to commencement of the Project, a video recording of the Ten Tunnels Deviation would be conducted. This would be from the point of view of the driver, and could be achieved by mounting a camera to the front of a train or work vehicle. Where it is identified that any gradient / radius / survey markers are located within proposed notching areas, those markers would be included in the PAR. Photographic recording would take place prior to commencement of works. The location of the recorded markers would be recorded by a surveyor and included in the PAR.

10. The recommendations from the Statement of Heritage Impact (Artefact Heritage, 2017) are to be considered and implemented during detailed design and construction, including: • The selection of new materials and finishes used for the proposed reconstruction of sections of tunnel lining within the Ten Tunnels Deviation is to be as sympathetic to the existing character as possible, with the aim of minimising visual impacts. • Where new concrete is used for minor repairs, this would be selected to closely match the colour and texture of the existing concrete lining, so as to avoid potential visual impact in small localised areas of new work. • Where new concrete is required for major repairs and involves new work across larger areas, i.e. more than one metre, the colour and texture of new concrete is to be visually recessive and complement the existing concrete lining, while being identifiably new in order to distinguish itself from the original design and fabric of the tunnels. • Adequate allowance would be made for any variance in the physical properties of new surfacing fabric in terms of thermal expansion and contraction, to avoid cracking and physical impacts on underlying heritage significant fabric. • Opportunities to reuse the spoil from notching activities within the Project site would be developed during detailed design.

11. Materials used to support or grout affected concrete would be sympathetic to existing grouting on the tunnel walls, including the material used to infill any holes left by the removal of the existing cable trough on the down track of Tunnel 3.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 103 No. Mitigation measure

12. In areas where infringement is minimal and requires cleaning as opposed to notching, hand cleaning would be carried out wherever safe and practicable to do so. Blasting with a high- pressure hose would be avoided where possible to avoid inadvertent impact or damage to mortar and bricks within the tunnel.

13. The CEMP would include procedures in accordance with TfNSW’s Unexpected Heritage Finds Guideline (TfNSW, 2016b) to manage activities in the unlikely event that intact archaeological relics or deposits are encountered during ground disturbing and construction activities.

14. A heritage induction would be provided to workers prior to construction, informing them of the location of known heritage items and guidelines to follow if unanticipated heritage items or deposits are located during construction.

15. In the event that any unanticipated archaeological deposits are identified within the Project site during construction, the procedures contained in TfNSW’s Unexpected Heritage Finds Guideline (TfNSW, 2016b) would be followed, and works within the vicinity of the find would cease immediately. The Contractor would immediately notify the TfNSW Project Manager and the TfNSW Environment and Planning Manager so they can assist in co-ordinating the next steps which are likely to involve consultation with an archaeologist and OEH. Where required, further archaeological work and / or consents would be obtained for any unanticipated archaeological deposits prior to works recommencing at the location.

Indigenous heritage

16. If unforeseen Indigenous objects are uncovered during construction, the procedures contained in TfNSW’s Unexpected Heritage Finds Guideline (TfNSW, 2016b) would be followed, and works within the vicinity of the find would cease immediately. The Contractor would immediately notify the TfNSW Project Manager and TfNSW Environment and Planning Manager so they can assist in co-ordinating next steps which are likely to involve consultation with an Aboriginal heritage consultant, the OEH and the Local Aboriginal Land Council. If human remains are found, work would cease, the site secured and the NSW Police and the OEH notified. Where required, further archaeological investigations and an Aboriginal Heritage Impact Permit would be obtained prior to works recommencing at the location.

Noise and vibration

17. Prior to commencement of works, a Construction Noise and Vibration Management Plan (CNVMP) would be prepared and implemented in accordance with the requirements of the Interim Construction Noise Guideline (Department of Environment and Climate Change, 2009), Construction Noise Strategy (TfNSW, 2016a) and the Noise and Vibration Impact Assessment for the Project (AECOM, 2018). The CNVMP would take into consideration measures for reducing the source noise and vibration levels of construction equipment by construction planning and equipment selection where practicable.

18. The CNVMP would be supported by the Community Liaison Plan to be prepared for the Project, which would detail community notification requirements, for example letter box drops and phone calls. In accordance with TfNSW’s Construction Noise Strategy, and in consultation with impacted receivers, feasible and reasonable mitigation measures would be implemented to minimise impacts during construction.

19. The community would be notified prior to the commencement of any works outside standard hours.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 104

No. Mitigation measure

20. To avoid structural impacts as a result of vibration or direct contact with structures (including the heritage listed tunnels), the proposed works would be undertaken in accordance with the safe work distances outlined in the Noise and Vibration Assessment (AECOM, 2018) and attended vibration monitoring or vibration trials would be undertaken prior to tunnel notching.

21. Regular inspections by structural engineers should be undertaken to monitor and review the construction methodology and confirm the integrity of the tunnel lining. Where is it is identified that levels of vibration are causing unacceptable damage to the tunnel lining, works would stop and the construction methodology reviewed for its appropriateness in consultation with a Heritage Consultant.

Traffic and site access

22. Prior to the commencement of construction, a construction Traffic Management Plan (TMP) would be prepared as part of the CEMP and would include at a minimum: • identifying traffic management requirements during construction • ensuring adequate road signage at construction work sites to inform motorists of the work site ahead to ensure that the risk of road accidents and disruption to surrounding land uses is minimised • ensuring adequate sight lines to allow for safe entry and exit from the site • managing staff travel to and from the site, including ensuring parking locations for construction workers are away from stations during normal access and busy residential areas during rail possession / closure and details of how this will be monitored for compliance • routes to be used by heavy construction-related vehicles to minimise impacts on sensitive land uses and businesses • measures to manage traffic flows around the area affected by the Project, including as required regulatory and direction signposting, line marking and variable message signs and all other traffic control devices necessary for the implementation of the TMP • where practicable, avoid delivery of construction material during peak commuter travel periods Consultation with the relevant roads authorities would be undertaken during preparation of the construction TMP, as required. The performance of all project traffic arrangements must be monitored during construction.

23. Communication would be provided to rail customers, the community and local residents to inform them in advance of changes to rail services during construction of the Project (i.e. during rail possessions and / or shutdowns.

24. Communication would be provided to the community and local residents to inform them in advance of changes to traffic conditions including vehicle movements and anticipated effects on the local road network relating to site works.

Urban design, landscape and visual amenity

25. The CEMP is to include requirements for construction compounds to be left in a clean and tidy manner and measures for controlling littering from construction staff.

26. Temporary hoardings, barriers, and signage would be removed when no longer required.

Socio-economic

27. Sustainability criteria for the Project would be established to encourage the Contractor to purchase goods and services locally, helping to ensure the local community benefits from the construction of the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 105

No. Mitigation measure

28. Feedback through the submissions process would be encouraged to facilitate opportunities for the community and stakeholders to have input into the Project, where practicable.

29. A Community Liaison Plan would be prepared prior to construction to identify all potential stakeholders and methods for consultation with these groups during construction. The plan would also encourage feedback and facilitate opportunities for the community and stakeholders to have input into the Project, where practicable.

30. Contact details for a 24-hour construction response line, Project Infoline and email address would be provided for ongoing stakeholder contact throughout the life of the Project.

31. The community would be kept informed of construction progress, activities and impacts in accordance with the Community Liaison Plan.

Biodiversity

32. In order to control the potential impacts of weeds and disease, the following measures should be implemented: • control and maintain vehicle hygiene measures at the various site entry/exit points, particularly those passing through areas of native vegetation to reduce the likelihood of introducing or spreading weed or disease infestations within the Project site. Ensure machinery, equipment and other plant are washed down prior to entry to the site to avoid the spread of weeds and other pathogens • minimise the overall disturbance of soils where possible to avoid providing further disturbed ground for colonisation by weeds • minimise the import or export of soil material from the site wherever possible to avoid the inadvertent movement of weed seed and where practical, preserve top soil from excavation for reuse later over the top of excavations areas.

33. Construction of the Project must be undertaken in accordance with TfNSW’s Vegetation Management (Protection and Removal) Guideline (TfNSW, 2016c) and TfNSW’s Fauna Management Guideline (TfNSW, 2017d).

34. All workers would be provided with an environmental induction prior to commencing work onsite. This induction would include information on the protection measures to be implemented to protect vegetation, penalties for breaches and locations of areas of sensitivity.

35. Weed control measures, consistent with TfNSW’s Weed Management and Disposal Guideline (TfNSW, 2015e), would be developed and implemented as part of the CEMP to manage the potential dispersal and establishment of weeds during the construction phase of the Project. This would include the management and disposal of weeds in accordance with the Biosecurity Act 2015.

36. For the protection of threatened fauna and habitat the following measures should be implemented: • if unexpected threatened fauna species are discovered, stop works immediately and contact TfNSW environment personnel for advice • visibly demarcate construction compounds to prevent personnel, materials plant or machinery moving into adjacent areas of grassland, waterway, bushland or other habitat in order to prevent unauthorised clearing. • restrict intrusion into areas of vegetation and waterways in the immediate vicinity of the proposed works. Minimise impacts upon downstream fauna and flora habitats (particularly amphibians) through sediment and bank stabilisation measures.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 106

No. Mitigation measure

37. Tunnel lining sections to be disturbed (including from notching) should be inspected by site personnel (typically shining light into crevices) for the presence of bats, prior to undertaking works. If bats are identified before / during the works, works would cease and the TfNSW Project Manager and TfNSW Environment and Planning Manager would be notified and advice sought from a suitably qualified bat specialist.

Soils and water

38. Site-specific Erosion and Sediment Control measures would be included in the site-specific ECMs in accordance with the ‘Blue Book’ Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004) and updated through all stages of construction so it remains relevant to the activities. The Erosion and Sediment Control measures would be implemented prior to commencement of works and maintained throughout construction.

39. Erosion and sediment control measures would be established prior to any clearing, grubbing and site establishment activities and would be maintained and regularly inspected (particularly following rainfall events) to ensure their ongoing functionality. Records of this process should be made and able to be provided upon request. Erosion and sediment control measures would be maintained and left in place until the works are complete.

40. Rehabilitation of disturbed areas to be undertaken progressively as construction activities are completed. Disturbed surfaces must be stabilised as soon as possible. Traffic movements on any disturbed areas must be limited.

41. During construction and operation, any material stockpiles (inclusive of excavated materials that are to be reused on site) are to be covered and contained, with appropriate bunding provided.

42. Vehicles and machinery would be properly maintained and routinely inspected to minimise the risk of fuel / oil leaks. Construction plant, vehicles and equipment would also be refuelled offsite, or in a designated refuelling area.

43. All fuels, chemicals and hazardous liquids would be stored away from drainage lines, within an impervious bunded area in accordance with Australian Standards, EPA Guidelines and TfNSW’s Chemical Storage and Spill Response Guidelines (TfNSW, 2016d).

44. Adequate water quality and hazardous materials procedures (including spill management procedures, use of spill kits and procedures for refuelling and maintaining construction vehicles / equipment) would be implemented in accordance with relevant EPA guidelines and TfNSW’s Chemical Storage and Spill Response Guidelines (TfNSW, 2016d) during the construction phase. All staff would be made aware of the location of the spill kits and be trained in how to use the kits in the case of a spill. Environmental spill kits containing spill response materials suited to the proposed works shall be kept on site at all times and used in the event of a spill

45. In the event of a pollution incident, works would cease in the immediate vicinity and the Contractor would immediately notify the TfNSW Project Manager and TfNSW Environment and Planning Manager. The EPA would be notified by TfNSW if required, in accordance with Part 5.7 of the POEO Act.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 107

No. Mitigation measure

46. In order to avoid soil and water impacts that may arise from contaminated materials the following should be implemented: • all material for off-site disposal is to be tested and classified in accordance with the Waste Classification Guidelines (EPA, 2014). • if evidence is found indicating that contamination in any soil or material is present, it shall be sampled and analysed by an appropriately registered laboratory (NATA) and managed in accordance with the Waste Classification Guidelines (EPA, 2014), Contaminated Land Management Act 1997 and Guidelines on the Duty to Report Contamination (EPA, 2015).

Air quality

47. Air quality management and monitoring for the Project would be undertaken in accordance with TfNSW’s Air Quality Management Guideline (TfNSW, 2017b).

48. Methods for management of emissions would be incorporated into project inductions, training and pre-start / toolbox talks.

49. Plant and machinery would be regularly checked and maintained in a proper and efficient condition (in accordance with manufacturer specifications). Plant and machinery would be switched off when not in use, and not left idling. Plan deliveries to site and plant movements on site to minimise idling times.

50. Vehicle and machinery movements during construction would be restricted to designated areas (sealed / compacted surfaces where practicable). Clean and stable site access points and roads would be provided as required, which may include temporary sealing of roads and other exposed areas onsite such as spray sealing or applying a crusting or binding agent and prevent mud and dirt being tracked onto sealed road surfaces. Soil would be removed from vehicle and mobile plant undercarriage and wheels in a designated wash down area.

51. Appropriately cover loads on trucks transporting material to and from the construction site and securely fix tailgates of road transport trucks prior to loading and immediately after unloading

52. To minimise the generation of dust from construction activities, the following measures would be implemented: • develop a monitoring regime and protocols to respond quickly to unfavourable weather conditions, including restricting activities, covering exposed surfaces / stockpiles and increasing watering • ensure relevant construction plant has effective watering mechanisms to damp down during works. Apply water (or alternate measures) to exposed surfaces (e.g. unpaved roads, stockpiles, hardstand areas and other exposed surfaces), regularly water all exposed surfaces using water sprays or sprinkler systems. Use of water mists for dust suppression inside the tunnels will be required for both health and visual safety reasons • progressively rehabilitate exposed areas upon completion of different work stages, including providing temporary cover and commencing permanent landscaping as early as possible.

Waste and contamination

53. An appropriate Unexpected Finds Protocol, considering potential contaminants, would be included in the CEMP. Procedures for handling contaminated materials, including licensed contractor involvement as required, record keeping, site personnel awareness and waste disposal to be undertaken in accordance with relevant requirements.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 108

No. Mitigation measure

54. A Waste Management Plan would be prepared under the CEMP for the Project. The plan would address waste management and ensure disturbance works, tunnel notching works and the storage and use of plant and machinery within the Project does not result in an increased risk of exposure to contamination. At a minimum it should include the following: • identify all potential waste streams associated with the works and outline methods of disposal of waste that cannot be reused or recycled at appropriately licensed facilities • detail other onsite management practices such as keeping areas free of rubbish • specify controls and containment procedures for hazardous waste • outline the reporting regime for collating construction waste data.

55. All spoil and waste must be classified in accordance with the Waste Classification Guidelines Part 1: Classifying waste (EPA, 2014) prior to disposal at an appropriately licensed facility.

56. Any concrete washout would be established and maintained in accordance with TfNSW’s Concrete Washout Guideline (TfNSW, 2017e) with details included in the CEMP and location marked on the ECM.

57. The following key waste mitigation and management strategies would be included in the CEMP: • removal and transport of waste off-site is to be undertaken by a suitably licensed contractor with appropriate approvals obtained under the POEO Act. Disposal of the waste is to occur at a suitably licenced waste facility, which can lawfully accept the waste type in accordance with the POEO Act • construction materials would be purchased in accordance with an established procurement strategy that prioritises the selection of materials that utilise best practice recycled materials and sustainability ratings • where possible, construction wastes would be diverted from landfill and recycled or reused • working areas would be maintained, kept free of rubbish and cleaned up at the end of each working day.

58. The handling, storage, transport and disposal of any hazardous waste that may be encountered during construction, would be in accordance with the requirements of the Protection of the Environment Operations Act 1997 (POEO Act), Waste Avoidance Resource Recovery Act 2001 (WARR) and relevant guidelines.

Cumulative impacts

59. Projects such as the Springwood to Lithgow Rail Corridor Modifications and other Sydney Trains projects would be co-ordinated by TfNSW to minimise cumulative impacts, such as using the same rail possessions and shutdown periods to minimise public transport impacts.

60. The potential cumulative impacts associated with the Project would be further considered as the design develops and as further information regarding the location and timing of potential developments is released. Environmental management measures would be developed in the CEMP, and implemented as appropriate.

61. Consultation with relevant stakeholders including Lithgow City Council would be undertaken during construction planning where required, to consider potential cumulative impacts and implement measures required to minimise these impacts.

Climate change and sustainability

62. Detailed design of the Project would be undertaken in accordance with the NSW Sustainable Design Guidelines – Version 3.0 (TfNSW, 2013).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 109

No. Mitigation measure

63. Measures to manage the risk of bushfire would be incorporated into the CEMP. These may include maintenance of an asset protection zone around the Project site, and ensuring access tracks would be maintained for use in the event of an emergency include bushfire evacuation and defence.

64. An Emergency Evacuation Plan would be prepared in accordance with the NSW Rural Fire Service Guidelines and included in the CEMP.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 110

8 Conclusion

This REF has been prepared in accordance with the provisions of section 111 of the EP&A Act, taking into account to the fullest extent possible, all matters affecting or likely to affect the environment as a result of the Project. The Project comprises minor modifications to sections of the lining of eight tunnels in the Ten Tunnels Deviation and minor modifications to ancillary infrastructure extending from the eastern portal of Tunnel 1 (Sydney end) to the western portal of Tunnel 10 (Lithgow end). The Project would accommodate the operation of the New Intercity Fleet trains which are wider and longer than the existing V-Set trains. The likely key impacts of the Project are as follows: • potential impacts to the State heritage listed and locally listed Ten Tunnels Deviation from tunnel lining modifications • temporary noise and vibration impacts during construction • disruption to rail customers during construction. This REF has considered and assessed these impacts in accordance with clause 228 of the EP&A Regulation and the requirements of the EPBC Act (refer to Chapter 6, Appendix A and Appendix B). Based on the assessment contained in this REF, it is considered that the Project is unlikely to have a significant impact upon the environment or any threatened species, populations or communities. Accordingly, an Environmental Impact Statement is not required, nor is the approval of the Minister for Planning. The Project would also take into account the principles of ESD (refer to Section 3.1.5 and Section 4.6). These would be considered during the detailed design, construction and operational phases of the Project. This would ensure the Project is delivered to maximise the benefits to the community, is cost effective and minimises any adverse impacts on the environment.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 111

References

AECOM, (2018), Noise and Vibration Impact Assessment Ten Tunnels Deviation Modifications Artefact Heritage, (2017), Ten Tunnels Deviation Modifications Statement of Heritage Impact Australian Bureau of Statistics (ABS), (2016a), Lithgow City Estimated Resident Population. Available at: http://profile.id.com.au/lithgow/population-estimate Australian Soil Resource Information System (ASRIS), (2014), Acid Sulfate Soil map Department of Environment Climate Change and Water (DECCW), (2010a), Due Diligence Code of Practice for the Protection of Aboriginal Objects in New South Wales, Sydney Department of Environment Climate Change and Water, (2010b), NSW Climate Impact Profile DECCW, (2010c), Impacts of Climate Change on Natural Hazards Profile – Western Region Department of Environment and Climate Change, (2009), Interim Construction Noise Guideline, Sydney Department of Environment and Conservation, (2006), Assessing Vibration: A Technical Guideline, Sydney Department of Environment Climate Change and Water, (2011), NSW Road Noise Policy, Sydney Department of Infrastructure, Planning and Natural Resources, (2004), Guideline for Preparation of Environmental Management Plans, Sydney Environment Protection Authority, (2017), NSW Noise Policy for Industry Environment Protection Authority, (2014), Waste Classification Guidelines, Sydney EPA, (2015), Guidelines on the Duty to Report Contamination Geological Survey of New South Wales, (1983), 1: 250,000 Geological Sheet German Institute for Standardisation, (1992 – 02), DIN 4150-3: Structural vibration – Effects of vibration on structures GHD, (2017), Concept Design Report – Blue Mountains Line – Route Clearance – Ten Tunnels Deviation Greater Lithgow City Council, (1992), Lithgow Floodplain Management Study Institute of Air Quality Management (IAQM) (2014), Guidance on the assessment of dust from demolition and construction Version 1.1. Landcom, (2004), Managing Urban Stormwater: Soils and Construction, Volume - 4th Edition, Sydney Lithgow City Council, (2013), Lithgow City Council Community Strategic Plan 2013-2018 – Our Place, Our Future, Lithgow NSW Government, (2014), Rebuilding NSW - State Infrastructure Strategy 2014, Sydney NSW Government, (2015), NSW: Making It Happen, Sydney NSW Government (2017a), draft Future Transport Strategy 2056, Sydney

NSW Government (2017b), Central West and Orana Regional Plan, Sydney

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 112

NSW Government, (2017c), Planning viewer, Department of Planning and Environment. Available at: https://www.planningportal.nsw.gov.au/find-a-property, accessed 15 May 2017 NSW Heritage Office & Department of Urban Affairs and Planning, (1995), NSW Heritage Manual, Sydney NSW Heritage Office, (1998), How to Prepare Archival Records of Heritage Item, Sydney NSW Heritage Office, (2002), Conservation Management Documents – Guidelines on Conservation Management Plans and Other Management Documents, Sydney NSW Heritage Office, (2005), Interpreting Heritage Places and Items Guidelines, Sydney NSW OEH, (2016), Sydney Basin – climate, available: http://www.environment.nsw.gov.au/bioregions/SydneyBasin-Climate.htm. Sydney Trains, (2017), Station and Train Timetables details TfNSW, (2012), Sydney’s Rail Future: Modernising Sydney’s Trains, Sydney TfNSW, (2013), NSW Sustainable Design Guidelines - Version 3.0, Sydney TfNSW, (2015), Weed Management and Disposal Guideline, Sydney TfNSW, (2016a), Construction Noise Strategy, Sydney TfNSW, (2016b), Unexpected Heritage Finds Guideline, Sydney TfNSW, (2016c), Vegetation Management (Protection and Removal) Guideline, Sydney TfNSW, (2016d), Chemical Storage and Spill Response Guidelines, Sydney TfNSW, (2017a) Transport Performance and Analytics: Journey to Work characteristics of residents and workers, Sydney TfNSW, (2017b), Air Quality Management Guideline, Sydney TfNSW, (2017c), Guide to Environmental Controls Map, Sydney TfNSW, (2017d), Fauna Management Guideline, Sydney TfNSW, (2017e), Concrete Washout Guideline, Sydney

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 113

Appendix A Consideration of matters of National Environmental Significance

The table below demonstrates TfNSW’s consideration of the matters of NES under the EPBC Act to be considered in order to determine whether the Project should be referred to Commonwealth Department of the Environment.

Matters of NES Impacts

Any impact on a World Heritage property? Nil The Greater Blue Mountains World Heritage Area is located around two kilometres from the Project site. No impacts are anticipated as a result of the Project.

Any impact on a National Heritage place? Nil There are no items on the National Heritage list within the Project site.

Any impact on a wetland of international importance? Nil There are no wetlands of international importance located within or adjacent to the Project site.

Any impact on a listed threatened species or communities? Nil Based on an ecological assessment of the Project site, no adverse impacts to a listed threatened species or community are anticipated as a result of the Project.

Any impacts on listed migratory species? Nil Based on an ecological assessment of the Project site, no adverse impacts to a listed migratory species are anticipated as a result of the Project.

Does the Project involve a nuclear action (including uranium Nil mining)? The Project involves enabling works along the Ten Tunnels Deviation section of the Blue Mountains Line. No nuclear actions are proposed as part of the Project.

Any impact on a Commonwealth marine area? Nil There are no Commonwealth marine areas located within the vicinity of the Project site.

Does the Project involve development of coal seam gas and / or Nil large coal mine that has the potential to impact on water resources? The Project involves enabling works along the Ten Tunnels Deviation section of the Blue Mountains Line. No coal seam gas or other coal operations are proposed as part of the Project.

Additionally, any impact (direct or indirect) on Commonwealth land? Nil The Project involves enabling works along the Ten Tunnels Deviation section of the Blue Mountains Line. No direct or indirect impacts to Commonwealth land would result from the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 114

Appendix B Consideration of clause 228

The table below demonstrates TfNSW’s consideration of the specific factors of clause 228 of the EP&A Regulation in determining whether the Project would have a significant impact on the environment.

Factor Impacts

(a) Any environmental impact on a community? Minor during There would potentially be some temporary impacts to the community during construction construction, particularly construction traffic accessing the site from Chifley Road. There would also be some minor permanent impacts in relation to the Ten Tunnels Deviation (non-indigenous). The Project would facilitate the operation of the New Intercity Fleet which would provide benefit to the local community through increased passenger comfort.

(b) Any transformation of a locality? Minor during The Project would introduce temporary visible elements during construction construction and such as equipment, machinery and personnel. The appearance of the elements operation in the vicinity of the tunnels would be consistent with the existing use as a rail corridor and are considered to be common features in the Project site. The Project would also introduce additional notching works, however given the tunnels have been previously modified and given the depth of expected notching, the appearance would be consistent with the existing site.

(c) Any environmental impact on the ecosystem of the locality? Nil The Project would not require vegetation removal and would therefore have a negligible impact to the ecosystem of the locality.

(d) Any reduction of the aesthetic, recreational, scientific or other Minor environmental quality or value of a locality? There would be some temporary impacts during construction particularly in relation to noise, traffic, and visual amenity (refer to sections 6.2, 6.3, and 6.4). Notching at the tunnel portals would result in a temporary visual change during construction due to presence of equipment, while the delivery of materials may temporarily impact on traffic. However, only minor impacts are anticipated as construction is considered routine within the rail corridor and not inconsistent with its operational use and traffic volumes are not substantial and would be during rail possessions and extended shutdowns with vehicles largely travelling within the Project site.

(e) Any effect on a locality, place or building having aesthetic, Moderate anthropological, archaeological, architectural, cultural, historical, scientific or social significance or other special value for present or future generations? The Project would have a positive contribution to the locality by enabling the New Intercity Fleet to operate on the Blue Mountains Line. The Ten Tunnels Deviation is listed on the State Heritage Register, RailCorp Section 170 Heritage and Conservation Register and also listed on the Lithgow LEP. The Project would result in moderate impacts to the Ten Tunnels Deviation, largely as a result of the works on the tunnel linings. Impacts to heritage would be minimised through the implementation of the mitigation measures prescribed in the Statement of Heritage Impact and REF.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 115

Factor Impacts

(f) Any impact on the habitat of protected fauna (within the meaning of the Nil National Parks and Wildlife Act 1974)? Preliminary searches using the BioNet Atlas, Protected Matters Search Tool and PlantNET, have identified a number of threatened and endangered communities, and flora and fauna within the vicinity of the Project. However, considering the works would be undertaken within the rail corridor, and would not require any vegetation removal, the Project is unlikely to impact on ecological values during construction and / or operation. As determined through an ecological assessment, the Project is unlikely to have any impact on the habitat of protected fauna.

(g) Any endangering of any species of animal, plant or other form of life, Minor whether living on land, in water or in the air? While a number of threatened and endangered species have been identified within the vicinity of the Project site based on searches conducted, impacts to these species are unlikely due to the minor nature and limited geographical extent of the works that would not require the removal of any vegetation. The Project is unlikely to have any impact on endangering any species of animal, plant or other form of like, whether living on land, in water or in the air.

(h) Any long-term effects on the environment? Nil The Project is unlikely to have any long-term effects on the environment.

(i) Any degradation of the quality of the environment? Nil The Project is unlikely to have any degradation of the quality of the environment.

(j) Any risk to the safety of the environment? Minor The Project is unlikely to cause any pollution or safety risks to the environment. Specific management measures would be implemented to manage hazardous materials that may be encountered during construction activities.

(k) Any reduction in the range of beneficial uses of the environment? Nil The Project is unlikely to have any reduction in the range of beneficial uses of the environment.

(l) Any pollution of the environment? Minor The Project is unlikely to cause any pollution of the environment provided the recommended mitigation measures are implemented.

(m) Any environmental problems associated with the disposal of waste? Minor The Project is unlikely to cause any environmental problems associated with the disposal of waste. Hazardous waste and special waste may be generated from the Project as a result of the notching activities, however the likelihood is considered low. The potential for previously unidentified contamination would be managed in accordance with an unexpected finds procedure developed for the construction phase and identified in the CEMP.

(n) Any increased demands on resources (natural or otherwise) that are, or Nil are likely to become, in short supply? The Project is unlikely to increase demands on resources that are, or are likely to become, in short supply.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 116

Factor Impacts

(o) Any cumulative environmental effect with other existing or likely future Negligible activities? Cumulative effects of the Project have been assessed as part of the REF. Where feasible, project activities and environmental management measures would be co-ordinated to reduce any cumulative construction impacts.

(p) Any impact on coastal processes and coastal hazards, including those Nil under projected climate change conditions? As the Project is not located within the vicinity of the coast, it would not impact on coastal processes and coastal hazards, including those under projected climate change conditions.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 117

Appendix C Neutral or beneficial effect assessment

NorBE assessment – will there be a neutral of beneficial effect on water quality? (Assessment must consider surface and ground waters and must consider construction & operational stages.) 1. Are there any identifiable potential impacts on water quality? What pollutants are likely? Major potential pollutants are sediments (fine and coarse), nitrogen, phosphorus, pathogens and hazardous chemicals and contaminants such as oil/fuel. During construction and / or post construction? Potential pollutants during construction include sediments from tunnel notching activities as well as chemicals, materials and fuels from plant and equipment. No impacts to the local hydrology/flow paths or drainage network are anticipated. There are a number of minor drainage structures, stormwater networks and track drainage in the vicinity of and within the Project site. Construction activities are not anticipated to directly impact the underground stormwater network and surface water runoff. However, existing drainage points would be protected during construction to minimise the potential for damage. Post construction, during operation, there would not be major difference from current operation and hence would not generate any further pollutants, sediments or contaminants that could impact on water quality. 2. For each pollutant list the safeguards needed to prevent or mitigate potential impacts on water quality (these may be Water NSW endorsed current recommended practices and / or equally effective other practices)? Sediments and potential contaminants generated during construction would be managed through the following: • Prior to commencement of works, a site-specific Erosion and Sediment Control Plan for each site would be prepared in accordance with the ‘Blue Book’ Managing Urban Stormwater: Soils and Construction Guidelines (Landcom, 2004) and updated throughout construction so it remains relevant to the activities. The Erosion and Sediment Control Plan measures would be implemented prior to commencement of works and maintained throughout construction. • Traffic movements on any disturbed areas would be limited. • Wash down areas would be appropriately constructed, and the collected material disposed of off-site. • Wash down of concrete mixers, concreting equipment and trucks would take place in an appropriate area away from drainage lines and stormwater drains. For a more in-depth explanation around potential impacts to water quality and for further mitigation measures in relation to soils and water, refer to sections 6.8 and 7.2 in the REF. Chemicals and fuels from plant and equipment used during construction: • Chemicals must be appropriately stored and handled in accordance with relevant Safety Data Sheets (SDS). • Refuelling of vehicles or machinery is to occur within a containment or hardstand area designed to prevent the escape of spilled substances to the surrounding environment. Plant and equipment used during the works would be properly maintained and routinely inspected to minimise the risk of fuel or oil leaks. • Spill kits containing spill response materials suited to the appropriate to products used on site must be readily available.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 118

• All required chemicals and fuels must be located within a bunded enclosure located away from drainage lines and stormwater drains. • Plant and equipment must be regularly inspected to check for oil leaks. 3. Will the safeguards be adequate for the time required? How will they need to be maintained? Given the short length of active construction activities (which would be undertaken during 12 day shutdowns over a two-year period) and the minor nature of the works (with minimal waste generation), the safeguards proposed are considered to be adequate. The points of drainage for the sites can be adequately protected with the implementation of standard mitigation measures. Mitigation measures will be implemented and maintained and inspected through a CEMP prepared for the works. 4. Will all impacts on water quality be effectively contained on the site by the identified safeguards (above) and not reach any watercourse, waterbody or drainage depression? Or will impacts on water quality be transferred outside the site for treatment? How? Why? All impacts on water quality would be effectively contained on the site provided that the mitigation measures are implemented effectively. The implementation of standard erosion and sediment controls would be sufficient to protect the drainage points on site. Implementation of the described mitigation measures would prevent any potential spills or leaks reaching any drainage points or watercourses. 5. Is it likely that a neutral or beneficial effect on water quality will occur? Why? The implementation of the described safeguards would be adequate to prevent contamination of waterways during construction. The Project would not result in major differences from current operations. Hence it is considered that the Project is likely to have a neutral effect on water quality.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 119

Appendix D Landscape and visual impact assessment

LVIA magnitude / sensitivity descriptors

Magnitude High Moderate Low Negligible

Construction A clearly evident or A considerable A barely perceptible No change in continuous change change in landscape change in landscape landscape in landscape characteristics, characteristics over a characteristics characteristics frequent or wide area, or a affecting an continuous and over considerable change extensive area, a wide area or a over a restricted which is likely to clearly evident area, but would not fundamentally change, but over a fundamentally change the restricted area change the character character of the of the landscape landscape

Operation Clearly perceptible Minor changes in Change which is Change is not changes in views at views at moderate barely visible, at a visible intermediate distances seen for very long distance, or distances seen for moderate periods of visible for a very moderate periods time, or moderate short duration. The of time, or changes changes in views change only makes in prominent visible for a short up a small proportion elements seen for duration of the overall view long periods of time

Sensitivity High Moderate Low Negligible Construction A landscape with A landscape where its A landscape where its A landscape distinctive character character, pattern and character, pattern and where its and low capacity to scale may have some scale is likely to have character, accommodate the capacity to the capacity to pattern and scale type of change accommodate a accommodate the are tolerant of envisaged degree of the type of type of change the type of change envisaged envisaged change envisaged, and the landscape has capacity to accommodate change Operation High number of Moderate number of Low number of Very occasional observers, where viewers where the viewers with interest in numbers of viewers are viewer would be the landscape, or viewers with only specifically focussed somewhat focussed moderate number of a passing on the landscape. on the landscape for viewers where their interest in their Views to and from extended periods of attention would not be surroundings places with heritage time predominantly or other significance focussed on the landscape

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 120

Magnitude and sensitivity risk matrix

Risk Matrix Sensitivity High Moderate Low Negligible

Magnitude

High High Moderate High Moderate Negligible

Moderate Moderate High Moderate Moderate-Low Negligible

Low Moderate Moderate-Low Low Negligible

Negligible Negligible Negligible Negligible Negligible

Sensitivity and magnitude The sensitivity of the landscape is assessed based upon the extent to which it can accept change of a particular type and scale without adverse impacts upon its character. Sensitivity varies according to the type of development and nature of the landscape. The number of viewers is also considered when assessing sensitivity of the landscape. The magnitude of change affecting landscape character or visual receptors depends on factors such as the nature, scale and duration of the particular change that is expected to occur. In the landscape, the magnitude of change would depend on factors such as the extent of loss, change or addition of a feature, or changes in the backdrop, or outlook from a landscape that affects its character. The impact on a view would depend on factors such as the extent of visibility, degree of obstruction of existing features, degree of contrast with the existing view, angle of view, duration of view and distance from the Project.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 121

Appendix E Threatened communities, flora and fauna tables

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 122

Table 23 Threatened ecological communities

Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Threatened ecological communities

Blue Mountains Basalt N/A E E N/A This community occurs on the basalt caps of the Blue Moderate Low Forest in the Sydney Mountains mostly between 750 m and 1050 m altitude, /Low Basin Bioregion in areas with annual rainfall of 950 to 1350 mm. It is characterised by a tall eucalypt forest with a dense shrub or small tree layer, often including tree ferns and moist herbaceous ground cover. Canopy composition is usually dominated by one or more of the species Eucalyptus fastigata, E. blaxlandii, E. cypellocarpa or E. radiata subsp. radiata

Blue Mountains Shale N/A CE E N/A This community is found on deep fertile soils formed on Moderate Low Cap Forest in the Wianamatta Shale, on moist sheltered sites at lower to /Low Sydney Basin Bioregion middle altitudes of the Blue Mountains and Wollemi areas. Characteristic tree species of this ecological community are Mountain Blue Gum (Eucalyptus deanei), Monkey Gum (E. cypellocarpa) and Turpentine (Syncarpia glomulifera).

Blue Mountains Swamps N/A E V N/A The Blue Mountains Swamps community has a total Low Low in the Sydney Basin extent of occurrence of less than 2000 km2 and is Bioregion typically associated with the poorly drained headwaters of streams on the predominantly sandstone plateaux of the Blue Mountains. High levels of soil moisture result from the combination of high rainfall (typically exceeding an average of 1000 mm per annum), relatively slow runoff and low subsurface permeability. The shrub stratum typically varies from 0.5 m to over 2.0 m tall and is highly variable in cover

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 123 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Cumberland Plain N/A CE CE N/A Occurs in the driest parts of the Sydney Basin and is Low Low Woodland in the Sydney well adapted to drought and fire. The dominant canopy Basin Bioregion trees are Cumberland Plain Woodland are Grey Box (Eucalyptus moluccana) and Forest Red Gum (E. tereticornis). The community is habitat for threatened species such as the Cumberland land snail (Meridolum corneovirens).

Hunter Valley N/A CE V N/A This community mainly occurs on the southern side of Low Low Footslopes Slaty Gum the Hunter Valley from near Bulga to the Bylong / Woodland in the Sydney Goulburn River National Park area. It tends to occur in Basin Bioregion relatively hot and dry parts of the landscape. The tree canopy is typically dominated by Eucalyptus dawsonii (Slaty Gum) and / or Eucalyptus moluccana (Grey Box). Acacia salicina (Cooba) and Allocasuarina luehmannii (Bulloak) may form a small tree layer or be part of the upper-most canopy.

Moist Shale Woodland in N/A CE E N/A Mainly occurs in the hilly country with higher elevations Low Low the Sydney Basin where there is increased rainfall including the southern Bioregion half of the Cumberland Plain. The shrub layer includes Breynia oblongifolia, Hairy Clerodendrum Clerodendrum tomentosum and Indian Weed Siegesbeckia orientalis subsp. orientalis. Understorey shrubs in moist habitats are sensitive to fire and would be lost from the community with frequent fire.

Montane Peatlands and N/A E E N/A The Montane Peatlands community is associated with Low Low Swamps of the New accumulated peaty or organic-mineral sediments on England Tableland, poorly drained flats in the headwaters of streams. It NSW North Coast, occurs on undulating tablelands and plateaux, above Sydney Basin, South 400-500 m elevation, generally in catchments with East Corner, South basic volcanic or fine-grained sedimentary substrates Eastern Highlands and or, occasionally, granite. It is the only type of wetland Australian Alps that may contain more than trace amounts of bioregions Sphagnum spp., the hummock peat-forming mosses.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 124 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Mount Gibraltar Forest in N/A E E N/A Mount Gibraltar Forest includes vegetation ranging Low Low the Sydney Basin from open-forest to woodland and scrub depending on Bioregion aspect, soil conditions and previous clearing and disturbance. Typical trees include Eucalyptus radiata, Eucalyptus piperita and Eucalyptus smithii, on the upper slopes, and Eucalyptus radiata, Eucalyptus piperita, Eucalyptus fastigata and Eucalyptus viminalis on the deeper soils on the southern side.

Natural Temperate N/A CE N/A N/A A natural grassland community dominated by a range Low Low Grassland of the South of native perennial grass species including Themeda Eastern Highlands australis, Austrodanthonia, Austrostipa and Poa species The community is often treeless, though trees of a range of species may occur in low densities, either as isolated individuals or in clumps. It is confined to the Southern Tablelands at an altitudinal range of between 500 and 1200 m

Newnes Plateau Shrub N/A E E N/A Community is dominated by shrubs and sedges that Low Low Swamp in the Sydney occurs on sites with impeded drainage in low slope Basin Bioregion headwater valleys on the Newnes Plateau in the upper Blue Mountains at elevations of around 900-1200m. Shrubs have a dense to open cover, and include Baeckea linifolia, Grevillea acanthifolia subsp. acanthifolia, Epacris paludosa and Leptospermum species. The cover of sedges varies inversely with shrub cover. Common sedges include Baloskion australe, Empodisma minus, Lepyrodia scariosa and Lepidosperma limicola

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 125 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

River-Flat Eucalypt N/A N/A E N/A Generally occurs below 50 m elevation, but may occur Low Low Forest on Coastal on localised river flats up to 250 m above sea level. Floodplains of the New The structure of the community may vary from tall open South Wales North forests to woodlands, although partial clearing may Coast, Sydney Basin have reduced the canopy to scattered trees. and South East Corner Bioregions

Robertson Basalt Tall N/A E CE N/A Found on highly fertile soils derived from basalt on Low Low Open-forest in the rolling hills with gentle to steep slopes in the Southern Sydney Basin and South Highlands of NSW Occurs in areas with rainfall Eastern Highlands between 1000 mm to 1600 mm. It consists of open Bioregions forest or woodland reaching to 30 m tall with a sparse to moderately dense shrub layer and a dense herbaceous ground layer. Dominant tree species include Brown Barrel Eucalyptus fastigata, Manna Gum E. viminalis, Narrow-leafed Peppermint E. radiate and Mountain Grey Gum E. cypellocarpa

Shale Sandstone N/A CE CE N/A Occurs at the edges of the Cumberland Plain, where Low Low Transition Forest in the clay soils from the shale rock intergrade with earthy Sydney Basin Bioregion and sandy soils from sandstone, or where shale caps overlay sandstone. The main tree species include Forest Red Gum (Eucalyptus tereticornis), Grey Gum (E. punctata), stringybarks (E. globoidea, E. eugenioides) and ironbark’s (E. fibrosa and E. crebra).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 126 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Southern Highlands N/A CE E N/A This community occurs at elevations of between 600 to Low Low Shale Woodlands in the 800 m and is generally found on gently rolling hills. It is Sydney Basin Bioregion found in areas where rainfall ranges from 1400 mm in the east to 900 mm in the west and occurs mostly in scattered patches of less than 5 hectares in area. It is a variable community in terms of both structure and composition. The community may exist as tall open forest, grassy woodland or scrub. Common species throughout much of the community’s range are Mountain Grey Gum Eucalyptus cypellocarpa, Sydney Peppermint E. piperita, Swamp Gum E. ovata, Narrow- leafed Peppermint E. radiate and White Stringybark E. globoidea.

Southern Sydney N/A N/A E N/A The community is typically associated with sheltered Low Low sheltered forest on heads and upper slopes not exceeding 100 of gullies transitional sandstone on transitional zones where sandstone outcrops may soils in the Sydney Basin exist, but where soils are influenced by lateral Bioregion movement of moisture, nutrients and sediment from more fertile substrates. It is an open forest dominated by eucalypts with scattered subcanopy trees, a diverse shrub layer and a well-developed groundcover of ferns, forbs, grasses and graminoids. The dominant trees include Angophora costata, Eucalyptus piperita and occasionally Eucalyptus pilularis.

Sun Valley Cabbage N/A N/A CE N/A This community occurs in Sun Valley. About 15 Low Low Gum Forest in the hectares of the community remains, mostly in poor Sydney Basin Bioregion condition. It is dominated by Eucalyptus amplifolia (Cabbage Gum) with E. eugenioides (Thin-leaved Stringybark) as an associated tree. Native understorey species include Acacia parramattensis, Imperata cylindrica, Lomandra longifolia and Pteridium esculentum.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 127 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Swamp Oak Floodplain N/A N/A E N/A Associated with saline or sub-saline, waterlogged or Low Low Forest of the New South periodically inundated flats, drainage lines, lake Wales North Coast, margins and estuarine fringes associated with coastal Sydney Basin and South floodplains Generally occurs below 20 m elevation. It East Corner Bioregions has a dense to sparse tree layer in which Casuarina glauca (swamp oak) is the dominant species The composition of the ground stratum varies depending on levels of salinity in the groundwater.

Tableland Basalt Forest N/A N/A E N/A The community typically has an open canopy of Low Low in the Sydney Basin and eucalypts with sparse mid-story shrubs (e.g. Acacia South Eastern Highlands melanoxylon and A. dealbata) and understory shrubs Bioregions (e.g. Rubus parvifolius) and a dense groundcover of herbs and grasses. Its distribution spans altitudes from around 600 m to 900 m above sea level, usually on undulating or hilly terrain and mean annual rainfall varies from around 750 mm up to 1100 mm Tableland Basalt Forest is currently found in the Eastern Highlands and Southern and Central Tablelands

Tablelands Snow Gum, N/A N/A E N/A The community commonly occurs on valley floors, Low Low Black Sallee, margins of frost hollows and on footslopes and Candlebark and Ribbon undulating hills. It occurs between around 600 and Gum Grassy Woodland 1400 m in altitude on a variety of substrates and is in the South Eastern characterised by the presence or prior occurrence of Highlands, Sydney Snow Gum, Candlebark, Ribbon Gum and / or Black Basin, South East Sallee trees. Corner and NSW South Western Slopes Bioregions

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 128 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Western Sydney Dry N/A CE E N/A This community is very restricted and occurs most Low Low Rainforest in the Sydney commonly in the far southern section of the Basin Bioregion Cumberland Plain, in the Razorback Range near Picton. Canopy trees include Prickly Paperbark (Melaleuca styphelioides), Hickory Wattle (Acacia implexa) and Native Quince (Alectryon subcinereus). There are many rainforest species in the shrub layer, such as Mock Olive (Notolaea longifolia), Hairy Clerodendrum (Clerodendrum tomentosum) and Yellow Pittosporum (Pittosporum revolutum).

White Box Yellow Box N/A CE E N/A Open woodland community in which the most obvious Low Low Blakely’s Red Gum species are one or more of the following: White Box Woodland Eucalyptus albens, Yellow Box E. melliodora and Blakely's Red Gum E. blakelyi. It is found from the Queensland border in the north, to the Victorian border in the south. It occurs in the tablelands and western slopes of NSW.

Amphibians

Heleioporus australiacus Giant V V N/A Distributed through the Sydney Basin sandstone Low Low Burrowing country in woodland, open woodland and heath Frog vegetation, breeding habitat is generally soaks or pools within first or second order streams, but also 'hanging swamp' seepage lines and where small pools form from the collected water. Spend the majority of time in non-breeding habitat up to 300 m away and burrows in soil surface or leaf litter.

Litoria booroolongensis Booroolong E E N/A Live along permanent streams with some fringing Low Low Frog vegetation cover such as ferns, sedges or grasses. Adults occur on or near cobble banks and other rock structures within stream margins. Shelter under rocks or amongst vegetation near the ground on the stream edge.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 129 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Litoria littlejohni Littlejohn's V V N/A Restricted to sandstone woodland and heath Moderate Low Tree Frog communities at mid to high altitude. It forages both in the tree canopy and on the ground, and it has been observed sheltering under rocks, leaf litter and low vegetation in heath based forests and woodland. It is not known from coastal habitats.

Birds Anthochaera phrygia Regent CE CE N/A Inhabits temperate woodlands and open forests of the Moderate Low Honeyeater inland slopes of south-east Australia. NSW the distribution is very patchy and mainly confined to the two main breeding areas at Capertee Valley and the Bundarra-Barraba region and surrounding fragmented woodlands. Birds are also found in drier coastal woodlands and forests. The species inhabits dry open forest and woodland, particularly Box-Ironbark woodland, and riparian forests of River She-oak. These habitats have significantly large numbers of mature trees, high canopy cover and abundance of mistletoes. Key eucalypt species include Mugga Ironbark, Yellow Box, Blakely's Red Gum, White Box and Swamp Mahogany. Nectar and fruit from the mistletoes are also eaten during the breeding season.

Artamus cyanopterus Dusky N/A V N/A The Dusky Woodswallow is found in open forests and Low Low cyanopterus Woodswallow woodlands, and may be seen along roadsides and on golf courses

Calidris ferruginea Curlew CE, M E N/A Coastal migratory species with a NSW distribution from Low Low Sandpiper Hastings Point to Shoalhavn Heads. Found in open, sandy beaches with exposed sand bars and rocky outcrops. Rare use of near-coastal wetlands.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 130 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site Callocephalon Gang-gang N/A V N/A Occupies tall montane forests and woodlands, Moderate Low fimbriatum Cockatoo particularly in heavily timbered and mature wet sclerophyll forests in winter and open eucalypt forests and woodlands, particularly in box-ironbark assemblages, or in dry forest in coastal areas in summer.

Calyptorhynchus lathami Glossy Black- N/A V N/A Occupy coastal woodlands and drier forest areas, open High Low Cockatoo inland woodlands or timbered watercourses where Casuarina and Allocasuarina species are present. This species is dependent on large hollow-bearing eucalypts for nesting.

Climacteris picumnus Brown N/A V N/A Found in eucalypt woodlands (including Box-Gum Low Low victoriae Treecreeper Woodland) and dry open forest of the inland slopes (eastern and plains inland of the Great Dividing Range; mainly subspecies) inhabits woodlands dominated by stringybarks or other rough-barked eucalypts, usually with an open grassy understorey, sometimes with one or more shrub species; also found in mallee and River Red Gum (Eucalyptus camaldulensis) Forest bordering wetlands with an open understorey of acacias, saltbush, lignum, cumbungi and grasses; usually not found in woodlands with a dense shrub layer; fallen timber is an important habitat component for foraging; also recorded, though less commonly, in similar woodland habitats on the coastal ranges and plains.

Daphoenositta Varied Sittella N/A V N/A Inhabits most of mainland Australia except the treeless Moderate Low chrysoptera deserts and open grasslands. It inhabits eucalypt forests and woodlands, especially rough-barked species and mature smooth-barked gums with dead branches, mallee and Acacia woodland.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 131 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Grantiella picta Painted V V N/A Occurs in Eucalyptus woodland and forests, with a Low Low Honeyeater preference for mistletoe (Amyema spp.). Can also occur along watercourses and in farmland. Nests from spring to autumn in outer canopy of eucalypts, sheoak, paperbark and mistletoe branches.

Hieraaetus morphnoides Little Eagle N/A V N/A Occupies habitats rich in prey (birds, reptiles and Moderate Low mammals) within open eucalypt forest, woodland or open woodland. Requires tall living trees for building a large stick nest and preys on birds, reptiles and mammals and occasionally carrion.

Hirundapus caudacutus White- M N/A Aerial space over a variety of habitat types, but prefers Low Low throated to forage over treed habitats as these would provide a Needletail greater abundance of insect prey; often forage on the edge of low pressure systems and may follow these systems ; breeds in Asia.

Lathamus discolor Swift Parrot CE E N/A In NSW mostly occurs on the coast and south west Low Low slopes, occurring in areas where eucalypts are flowering profusely or where there are abundant lerp (from sap-sucking bugs) infestations. Favoured feed trees include winter flowering species such as Swamp Mahogany (Eucalyptus robusta), Spotted Gum (Corymbia maculata), Red Bloodwood (C. gummifera), Mugga Ironbark (E. sideroxylon), and White Box (E. albens).

Melanodryas cucullata Hooded Robin N/A V N/A Prefers lightly wooded country, usually open eucalypt Low Low cucullata (south-eastern woodland, acacia scrub and mallee, often in or near form) clearings or open areas.

Neophema pulchella Turquoise N/A V N/A Lives on the edges of eucalypt woodland adjoining Low Low Parrot clearings, timbered ridges and creeks in farmland.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 132 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Ninox strenua Powerful Owl N/A V N/A Inhabits a range of vegetation types, from woodland High Low and open sclerophyll forest to tall open wet forest and rainforest. They require large tracts of forest or woodland habitat but can occur in fragmented landscapes as well. Powerful Owls nest in large tree hollows (at least 0.5m deep), in large eucalypts (diameter at breast height of 80-240 cm) that are at least 150 years old.

Numenius Eastern CE, M N/A Estuaries, tidal mudflats, sandspits, saltmarsh, Low Low madagascariensis Curlew mangroves

Petroica boodang Scarlet Robin N/A V N/A In NSW it occupies open forests and woodlands from Low Low the coast to the inland slopes. Breeds in drier eucalypt forests and temperate woodlands, often on ridges and slopes, within an open understorey of shrubs and grasses and sometimes in open areas. Abundant logs and coarse woody debris are important structural components of its habitat.

Petroica phoenicea Flame Robin N/A V N/A Breeds in upland tall moist eucalypt forests and Low Low woodlands, often on ridges and slopes. Prefers clearings or areas with open understoreys. In winter, birds migrate to drier more open habitats in the lowlands (i.e. valleys below the ranges, and to the western slopes and plains).

Rostratula australis Painted Snipe E, M E N/A Inhabits shallow inland wetlands, either freshwater or Low Low (Australian brackish water bodies. Nests on the ground amongst subspecies) tall reed-like vegetation near water, and feeds near the water’s edge and on mudflats.

Stagonopleura guttata Diamond N/A V N/A Found in grassy eucalypt woodlands, open forest, Low Low Firetail mallee, grassland and riparian areas.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 133 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Tyto novaehollandiae Masked Owl N/A V N/A Occurs throughout NSW, roosting and nesting in heavy Moderate Low forest. Hunts over open woodland and farmland, with a home range of 500 - 1000 ha. The main requirements are tall trees with suitable large hollows for nesting and roosting and adjacent areas for foraging. Feeds on small mammals.

Fish

Macquaria australasica Macquarie E N/A E Found in both river and lake habitats, especially the Low Low Perch upper reaches of rivers and their tributaries.

Prototroctes maraena Australian V N/A Occur in freshwater streams and rivers, especially Low Low Grayling clear gravelly streams with a moderate flow, as well as estuarine areas.

Flora

Acacia bynoeana Bynoe's V E N/A Occurs mainly in heath and dry sclerophyll forest, open Low Low Wattle woodland with dense to sparse heath understorey; open woodlands with a sparse shrub cover and a grass / sedge ground cover; and heathlands with sparse overstorey. With sand or sandy clay substrate, often with ironstone gravel and usually well drained, infertile soil.

Acacia flocktoniae Flockton V V N/A Grows in dry sclerophyll forest on sandstone High Low Wattle

Asterolasia elegans E E N/A Occurs in the northern hills of Sydney. Habitat Low Low requirements are wet, sheltered sclerophyll forests on the mid to lower slopes of moist gullies and rocky outcrops.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 134 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site Astrotricha crassifolia Thick-leaf V V N/A Occurs in dry sclerophyll woodland on sandstone. Low Low Star-hair Flowers in spring. Occurs near Patonga (Gosford LGA), and in Royal NP and on the Woronora Plateau. There is also a record from near Glen Davis.

Boronia deanei Deane's V V N/A Grows in wet heath, often at the margins of open forest Moderate Low Boronia adjoining swamps or along streams. Also found in drier open forest on poorly drained peat soils over granite or sandstone.

Caladenia tessellata Thick Lip V E N/A Requires low, dry sclerophyll woodland with a heathy Low Low Spider Orchid or sometimes grassy understorey on clay loams or sandy soils, specifically in dry, low Brittle Gum (Eucalyptus mannifera), Inland Scribbly Gum (E. rossii) and Allocasuarina spp. woodland with a sparse understorey and stony soil.

Cryptostylis hunteriana Leafless V V N/A Does not appear to have well defined habitat Moderate Low Tongue preferences and is known from a range of Orchid communities, including swamp-heath and woodland. The larger populations typically occur in woodland dominated by Scribbly Gum (Eucalyptus sclerophylla), Silvertop Ash (E. sieberi), Red Bloodwood (Corymbia gummifera) and Black Sheoak (Allocasuarina littoralis); appears to prefer open areas in the understorey of this community and is often found in association with the Large Tongue Orchid (C. subulata) and the Tartan Tongue Orchid (C. erecta).

Eucalyptus aggregata Black Gum V V N/A Black Gum is found in the NSW Central and Southern Low Low Tablelands, with small isolated populations in Victoria and the ACT. In NSW it occurs in the South Eastern Highlands Bioregion and on the western fringe of the Sydney Basin Bioregion.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 135 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Eucalyptus pulverulenta Silver-leafed V V N/A Grows in shallow soils as an understorey plant in open Low Low Gum forest, typically dominated by Brittle Gum (Eucalyptus mannifera), Red Stringybark (E. macrorhynca), Broad- leafed Peppermint (E. dives), Silvertop Ash (E. sieberi) and Apple Box (E. bridgesiana).

Euphrasia arguta N/A CE CE N/A Historic records of the species noted the following Low Low habitats: 'in the open forest country around Bathurst in sub humid places', 'on the grassy country near Bathurst', and 'in meadows near rivers'. Plants from the Nundle area have been reported from eucalypt forest with a mixed grass and shrub understorey

Haloragodendron lucasii N/A E E N/A Associated with dry sclerophyll forest. Reported to Low Low grow in moist sandy loam soils in sheltered aspects, and on gentle slopes below cliff-lines near creeks in low open woodland. Associated with high soil moisture and relatively high soil-phosphorus levels. Flowering occurs from August to November with fruits appearing from October to December.

Isopogon fletcheri Fletcher's V V N/A Restricted to moist sheltered cliffs within the spay zone Moderate Low Drumstricks of a waterfall. Grows in dry sclerophyll forest and heath on sandstone and is confined to sheltered moist positions. Flowers spring and summer. Fire tolerant species capable of resprouting from base following fire. Seed does not have any dispersal mechanism and is dispersed by gravity only.

Lepidium hyssopifolium Aromatic E E N/A The species occurs in a variety of habitats including Moderate Low Peppercress woodland with a grassy understorey and grassland. Appears to respond to disturbance, having appeared after soil disturbance at one site. Its cryptic and non- descript nature (appearing like several weed species) makes it hard to detect.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 136 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Pelargonium striatellum N/A Marine E N/A Known from only 3 locations in NSW, with two on lake- Low Low beds on the basalt plains of the Monaro and one at Lake Bathurst. Has a narrow habitat that is usually just above the high-water level of irregularly inundated or ephemeral lakes, in the transition zone between surrounding grasslands or pasture and the wetland or aquatic communities.

Persoonia acerosa Needle V V N/A The Needle Geebung occurs in dry sclerophyll forest, Low Low Geebung scrubby low-woodland and heath on low fertility soils. Plants are likely to be killed by fire and recruitment is solely from seed. This species seems to benefit from the reduced competition and increased light available on disturbance margins including roadsides.

Persoonia marginata Clandulla V V N/A Grows in dry sclerophyll forest and woodland Low Low Geebung communities on sandstone.

Prasophyllum fuscum Slaty Leek V CE N/A The type specimen is from ‘moist meadows towards High Low Orchid the Georges River’ in the Sydney area. The species is likely to be extinct from this area. Harden (1993) states that it is confined to the Blue Mountains area. Grows in moist heath, often along seepage lines.

Pultenaea glabra Smooth Bush- V V N/A Grows in swamp margins, hillslopes, gullies and Moderate Low Pea creekbanks and occurs within dry sclerophyll forest and tall damp heath on sandstone.

Thesium australe Austral V V N/A Suitable habitat for this species includes grassland and Low Low Toadflax grassy woodland, often in damp sites.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 137 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site Invertebrates

Petalura gigantea Giant N/A E N/A Live in permanent swamps and bogs with some free Moderate Low Dragonfly water and open vegetation. Adults spend most of their time settled on low vegetation on or adjacent to the swamp. Females lay eggs into moss, under other soft ground layer vegetation, and into moist litter and humic soils, often associated with groundwater seepage areas within appropriate swamp and bog habitats. The species does not utilise areas of standing water wetland, although it may utilise suitable boggy areas adjacent to open water wetlands.

Paralucia spinifera Bathurst V E N/A Occurs above 850 m elevation, at sites with a south- Low Low Copper west to north-west aspect, usually where direct sunlight Butterfly reaches the habitat, and with extremes of cold such as regular winter snowfalls or heavy frosts. Geology, soils and dominant vegetation canopy species vary between habitat locations. However vegetation structure is consistent, commonly open woodland or open forest with a sparse understorey that is dominated by the shrub, Blackthorn Bursaria spinosa subsp. lasiophylla.

Mammals Chalinolobus dwyeri Large-eared V V N/A Roosts in disused mine shafts, caves, overhangs and Moderate Low Pied Bat disused Fairy Martin nests for shelter and to raise young. Also potentially roost in tree hollows. Occurs in low to mid-elevation dry open forest and woodlands, preferably with extensive cliffs, caves or gullies. Pied Bat is largely restricted to the interface of sandstone escarpment (for roost habitat) and relatively fertile valleys (for foraging habitat).

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 138 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Dasyurus maculatus Spotted-tailed E V N/A Utilises a range of habitat types, including rainforest, Moderate Low Quoll open forest, woodland, coastal heath and inland riparian forest, from the sub-alpine zone to the coastline. Individual animals use hollow-bearing trees, fallen logs, small caves, rock crevices, boulder fields and rocky-cliff faces as den sites.

Falsistrellus Eastern False N/A V N/A This species occupies tall, mature, wet forest and the Moderate Moderate tasmaniensis Pipistrelle species have been recorded roosting in stem holes in Eucalyptus and in buildings. Prefers moist habitats, with trees taller than 20 m. Generally roosts in eucalypt hollows, but has also been found under loose bark on trees or in buildings.

Isoodon obesulus Southern E E N/A NSW distribution almost exclusively restricted to Low Low Brown coastal fringe. Habitats including heathland, shrubland, Bandicoot sedgeland, heathy open forest and woodland and are usually associated with infertile, sandy and well drained soils, but can be found in a range of soil types. Within these vegetation communities they typically inhabit areas of dense ground cover.

Miniopterus schreibersii Eastern N/A V N/A Caves are the primary roosting habitat, but also use Moderate Moderate oceanensis Bentwing-bat derelict mines, storm-water tunnels, buildings and other man-made structures. They form discrete populations centred on a maternity cave that is used annually in spring and summer for the birth and rearing of young. This species tends to hunt in forested areas.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 139 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Petauroides volans Greater Glider V N/A N/A The greater glider is an arboreal marsupial, largely Moderate Low restricted to eucalypt forests and woodlands. It is found in highest abundance typically in taller, montane, moist eucalypt forests, with relatively old trees and abundant hollows. The greater glider favours forests with a diversity of eucalypt species, due to seasonal variation in its preferred tree species. During the day it shelters in tree hollows, with a particular selection for large hollows in large, old trees.

Petaurus australis Yellow-bellied N/A V N/A Typically occurs in tall, mature eucalypt forest in Moderate Low Glider regions of high rainfall, but is also known to occur in drier areas. Preference for resource rich forests where mature trees provide nesting hollows and tree species composition with adequate food resources, including winter-flowering Eucalypts and sap-rich trees.

Petaurus norfolcensis Squirrel Glider N/A V N/A The Squirrel Glider inhabits dry sclerophyll forest and Low Low woodland. In NSW, potential habitat includes Box- Ironbark forests and woodlands in the west, the River Red Gum forests of the Murray Valley and the eucalypt forests of the northeast. Individuals have also been recorded in a diverse range of vegetation communities, including Blackbutt, Forest Red Gum and Red Bloodwood forests, Coastal Banksia heathland and Grey Gum/Spotted Gum/Grey Ironbark dry hardwood forests of the Central NSW Coast. The Squirrel Glider is nocturnal and shelters in tree hollows. This species is capable of gliding up to 50m.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 140 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site

Petrogale penicillata Brush-tailed V E N/A This species prefers rocky habitats, including loose Moderate Low Rock-wallaby boulder-piles, rocky outcrops, steep rocky slopes, cliffs, gorges, isolated rock stacks and tree limbs. Preference for north-facing slopes and cliff lines. A range of vegetation types are associated with Brush-tailed Rock-wallaby habitat, including dense rainforest, wet sclerophyll forest, vine thicket, dry sclerophyll forest, and open forest.

Phascolarctos cinereus Koala V V N/A Inhabits a range of eucalypt forest and woodland Moderate Low communities. Adequate floristic diversity, availability of feed trees (primarily Eucalyptus tereticornis and E. viminalis) and presence of mature trees very important. Preferred food tree species vary with locality and there are quite distinct regional preferences. They are able to persist in fragmented habitats, and even survive in isolated trees across a predominantly agricultural landscape.

Pseudomys New Holland V N/A N/A Inhabit open heathlands, open woodlands with a Low Low novaehollandiae Mouse heathland understorey, and vegetated sand dunes. Nest in burrows and have a preference for deeper top soils and softer substrates to aid digging. Spends considerable time foraging above-ground for food in areas of high floristic diversity.

Pteropus poliocephalus Grey-headed V V N/A Occur in subtropical and temperate rainforests, tall Moderate Low Flying-fox sclerophyll forests and woodlands, heaths and swamps as well as urban gardens and cultivated fruit crops. Roosting camps are commonly found in gullies, close to water, in vegetation with a dense canopy. They travel up to 50 km to forage, on the nectar and pollen of native trees, in particular Eucalyptus, Melaleuca and Banksia, and fruits of rainforest trees and vines.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 141 Species name Common Cwlth NSW NSW Habitat association Likelihood Likelihood name EPBC Act BC Act FM Act of of impact occurrence from within the Project Project site Reptiles

Eulamprus leuraensis Blue E E N/A The Blue Mountains Water Skink occurs at high Moderate Low Mountains elevations between 560 m and 1060 m. Recent genetic Water skink research indicates that individual populations are genetically distinct especially between Newnes Plateau and Blue Mountains populations. It is restricted to an isolated and naturally fragmented habitat of sedge and shrub swamps that have boggy soils and appear to be permanently wet. The vegetation in these swamps typically takes the form of a sedgeland interspersed with shrubs, but may occur as a dense shrub thicket. The biology and ecology is poorly understood.. The Blue Mountains Water Skink is semi-aquatic and is active on warm, sunny days from September until late April.

Hoplocephalus Broad-headed V E N/A Confined to the Sydney basin within a radius of around Moderate Low bungaroides Snake 200 km of Sydney. Preferred habitat of sandstone outcrops with woodland, open woodland and / or heath vegetation. Shelters in rock crevices and under flat sandstone rocks on exposed cliff edges and tree hollows.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 142 Appendix F Biodiversity Conservation Act 2016 Assessments of Significance

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 143

Cave-dwelling microbats There are two microbat species that are considered likely to occur within the Project site. These bats all prefer caves, tunnels, tree hollows, and other man-made structures. These are: • Eastern False Pipistrelle (Falsistrellus tasmaniensis) • Eastern Bentwing-bat (Miniopterus schreibersii oceanensis) Both bat species are listed as vulnerable under the TSC Act. These bats may occur and roost in man-made structures, including drainage culverts and bridges. The significance assessment was undertaken for both species simultaneously due to their similar habitat requirements. The outcome indicates that the impact as a result of the Project is unlikely to be significant (Table 24). Table 24 Assessment of significance of bats likely to occur in the Project site

Criterion (a) In the case of a threatened species, whether the proposed development or activity is likely to have an adverse effect on the life cycle of the species such that a viable local population of the species is likely to be placed at risk of extinction

Response The locality in which the Project would take place includes an abundance of cliffs, overhangs, caves and other rock faces and features. On the contrary, the internal tunnel surfaces are generally smooth and devoid of cracks, crevices and other suitable features for roosting. The only minor exception is the presence of weep holes in the longest two tunnels. These were inspected from ground level during the site visit and were deemed to provide suboptimal or negligible habitat value. Despite this a mitigation measure has been included for any such holes to be inspected by an ecologist if bats are observed in the tunnels during works. Works would only commence in that location once the ecologist has inspected the site and confirmed whether that part of the tunnel is likely to be providing roosting habitat for any microbats, and advised on an appropriate course of action. Even if the tunnels are providing roosting habitat for microbats this is not expected to be critical in the context of the numerous habitat opportunities in the immediate area.

Conclusion The Project is not likely to result in an adverse effect on the life cycle of these species such that any viable local populations are likely to be placed at risk of extinction

Criterion (b) In the case of an endangered ecological community or critically endangered ecological community, whether the proposed development or activity: i. is likely to have an adverse effect on the extent of the ecological community such that its local occurrence is likely to be placed at risk of extinction

Response Not applicable.

Conclusion Not applicable.

Criterion ii. is likely to substantially and adversely modify the composition of the ecological community such that its local occurrence is likely to be placed at risk of extinction

Response Not applicable.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 144 Conclusion Not applicable.

Criterion (c) In relation to the habitat of a threatened species or ecological community: i. the extent to which habitat is likely to be removed or modified as a result of the proposed development or activity

Response Any habitat for these threatened microbat species within the tunnels would not be substantially altered by the Project on the basis that the excavation would occur at the lower levels only and is unlikely to remove or block any existing weep holes towards the top of the tunnel.

Conclusion Habitat for these species would remain unchanged as a result of the proposed development.

Criterion ii. whether an area of habitat is likely to become fragmented or isolated from other areas of habitat as a result of the proposed development or activity

Conclusion It is unlikely that habitat for these species would become fragmented or isolated as a result of the proposed actions.

Criterion iii. the importance of the habitat to be removed, modified, fragmented or isolated to the long-term survival of the species or ecological community in the locality

Response The proposed development would not affect any foraging habitat for these species. The proposed development would also not result in the severance or fragmentation of any existing roosting habitat that may existing within the tunnels. Should these effects occur however it is not considered that these tunnels provide habitat critical to the long term survival of these species.

Conclusion The subject site itself is not considered an important habitat for these species. It is unlikely that any removal of potential habitat for these species in this location would threaten the long-term survival of the species as a whole.

Criterion (d) Whether the proposed development or activity is likely to have an adverse effect on any declared area of outstanding biodiversity value (either directly or indirectly)

Response To date, no area of outstanding biodiversity value has been declared for these species.

Conclusion Not applicable.

Criterion (e) Whether the proposed development or activity is or is part of a key threatening process or is likely to increase the impact of a key threatening process

Response The proposed development is unlikely to introduce or increase the impact of any key threatening process.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 145 Conclusion The proposed development is unlikely to introduce or increase the impact of any key threatening process.

Overall The potential for disturbance to these species arising from the proposed Conclusion development is considered to be minor and is not likely to result in a significant impact upon either.

Ten Tunnels Deviation Modifications - Review of Environmental Factors – January 2018 146