Melbourne–Brisbane Inland Rail Alignment Study Working ... Preliminary Environmental Asses… ·...

ARTC Melbourne–Brisbane

Inland Rail Alignment Study

Working Paper No. 7 Preliminary Environmental

Assessment

ARTC

Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page i

Important note This working paper is based on the outcome of Stage 1 of the study as reported in Working Paper No. 5. This concluded that a low capital cost scenario should be adopted for development and analysis in later stages of the study. This option included the use of existing lines, with some upgrading and possible deviations on the section between Narromine, the Werris Creek area and Narrabri. Accordingly this working paper includes an assessment of this section, as part of the Melbourne-Brisbane route. Towards the end of Stage 2 of the study, in the process of trying to identify an economically viable route, the ‘high capital cost’ scenario identified in Stage 1 was further assessed and optimised using additional information gained during Stage 2 activities. The outcome of the analysis was that this scenario, using a shorter route, was determined to offer a better economic result than the low capital cost option. This further analysis is reported in Working Paper No. 12, together with the conclusion that Stage 3 of the study should focus on the shorter route, which is identified as the ‘1690km Inland Rail’ scenario. As a result, the assessment reported in this working paper of the section of route between Narromine and Narrabri will be superseded by further work which will assess a more direct route between these two centres involving substantial new construction. This further assessment will be included in the final report of the study.

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page ii

Contents

Page Number

Glossary ................................................................................................................................................ iv

1. Introduction .................................................................................................................................... 1

1.1 Overview 1 1.2 Background to Melbourne-Brisbane Inland Rail 1 1.3 Study objectives, stages and working papers: 1 1.4 Roles of the Lead Technical Consultant (LTC) and the Financial and Economic Consultant (FEC) 3 1.5 Stage 1 analysis 3 1.6 Objectives of Working Paper No. 7 5

2. Planning, environment and land requirements ............................................................................. 6

2.1 Planning, environment and land requirements 6 2.2 Planning legislation requirements 6

Scope 6 Overview of planning legislation 6 Commonwealth legislation 6 Queensland legislation 7 New South Wales legislation 8 Planning approvals process 10 Key issues 15 Key administrative stakeholders 16

3. Approach to environmental assessment..................................................................................... 18

3.1 Overview 18 3.2 Identification of key issues 18 3.3 Potential impacts and benefits 19

Potential impacts 19 Benefits 21

3.4 Discussion of environmental issues 22 Protection areas 22 Matters protected by the EPBC Act 23 Flora and fauna 23 Heritage 26 Water 29 Noise and vibration 30 Soils and contamination 32 Social impacts 32

4. Assessment Methodology............................................................................................................ 33

4.1 Overview 33 4.2 Constraint mapping 33 4.3 Route section desktop assessment 34

Limitation categories 34 Assessment of key issues 35 Identification of opportunities 37

5. Environmental assessment of the route...................................................................................... 38

5.1 Overview of the route 38 5.2 Assessment of route – Melbourne to Parkes 38

General description of route 38 Review of reference case route sections 39 Review of deviation route sections 42 Summary of environmental issues – Melbourne to Parkes 49

5.3 Assessment of route – Parkes to Moree 51 General description of route 51 Review of reference case route sections 54 Review of deviation route sections 60 Summary of environmental issues – Parkes to Moree 75

5.4 Assessment of route – Moree to Brisbane 78 General description of route 78

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page iii

Review of reference case route sections 79 Review of deviation route sections 87 Summary of environmental issues – Moree to Brisbane 94

6. Conclusion .................................................................................................................................. 101

6.1 Overview 101 6.2 Summary of key issues and opportunities 101 6.3 Outline for Stage 3 assessment 102

List of tables Table 1-1 Working papers 2 Table 2-1 Queensland consultation stakeholders 16 Table 2-2 New South Wales consultation stakeholders 17 Table 3-1 Environmental aspects and issues 18 Table 4-1 Guidelines for environmental assessment of key issues 35 Table 5-1 Summary of issues and opportunities – Melbourne to Parkes 49 Table 5-2 Summary of issues and opportunities – Parkes to Moree 75 Table 5-3 Summary of issues and opportunities – Moree to Brisbane 94 List of figures Figure 1-1 Melbourne Brisbane inland rail corridor (Stage 2) 4 Figure 2-1 Recommended Queensland Planning Approvals Process 11 Figure 2-2 Flowchart summarising steps for environmental assessment and consultation 12 Figure 2-3 NSW Part 3A Planning Approvals Process 14 Figure 5-1 Melbourne to Parkes – Reference case and Deviations 39 Figure 5-2 Parkes to Moree – Reference case and Deviations 53 Figure 5-3 Moree to Brisbane – Reference case and Deviations 79 List of appendices Appendix A Figures Appendix B Planning Assessment Appendix C Indicative assessment of operational rail noise and vibration

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Glossary ABS Australian Bureau of Statistics AC traction Alternating Current traction motors; used in newer diesel-electric locomotives ACCC Australian Competition and Consumer Commission alignment The exact positioning of track; may be compared with 'route', which gives only a

very general indication of the location of a railway ARA Australasian Railway Association area route For the purposes of the study, a route over an entire area, i.e. areas A, B, C or D ARTC Australian Rail Track Corporation articulated wagons Wagons comprising two or more units, with adjacent ends of individual units being

supported on a common bogie and permanently coupled AS 4292 Australian Standard for Railway Safety in six parts 1995-97 ATC Australian Transport Council ATEC Australian Transport and Energy Corridor Ltd ATMS Advanced Train Management System; communication-based safeworking system

currently being developed by ARTC ATSB Australian Transport Safety Bureau axle load The load transmitted to the track by two wheels of one axle of a bogie backhaul Returning wagons to a point where they can be used for their next assignment;

freight moving in the opposite direction to the main flow BAH Booz Allen Hamilton (now Booz & Co) bank engine locomotive used to assist a train on part of its journey, typically to climb a steep

grade; such grades are termed 'banks' in railway parlance BAU Business As Usual BCR Benefit-Cost Ratio BITRE Bureau of Infrastructure, Transport and Regional Economics (formerly BTRE and

BTE) bogie two axles and a sub-frame under each end of a wagon BOOT Build, Own, Operate, Transfer break of gauge Where a line of one track gauge meets a line of a different track gauge. broad gauge Railway track gauge of 1600 mm; used in Victoria except on interstate main lines

and some other lines BTE Bureau of Transport Economics; now the BITRE BTRE Bureau of Transport and Regional Economics; now the BITRE cant Difference in the height of two rails comprising the railway track; cant may also be

described as superelevation. It allows a train to travel through a curve at a speed higher than otherwise. Camber on the curve of a road has a similar function.

capex capital expenditure CBA Cost-Benefit Analysis CCM Capital cost model coastal route The existing rail route from Melbourne to Brisbane via Sydney corridor A strip of land with a width measured in kilometres that is suitable for a railway.

Study of a corridor leads to the identification of route options. CountryLink CountryLink is part of the Rail Corporation of New South Wales (RailCorp). It

operates passenger trains from Sydney to Melbourne, Sydney to Brisbane and to NSW regional centres.

CPI Consumer Price Index CSO Community Service Obligation DBFM Design, Build, Finance, Maintain DC Direct Current; form of electric traction DIRN Defined Interstate Rail Network distributed locomotives

The practice of providing additional locomotive power within or at the rear of a train as well as in front.

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DITRDLG Australian Government Department of Infrastructure, Transport, Regional Development and Local Government

DMU Diesel multiple-unit passenger train DORC Depreciated Optimised Replacement Cost double stacking Placement of one intermodal freight container on top of another in a specially

designed well-wagon EBITDA Earnings before Interest, Tax, Depreciation and Amortisation EEC Endangered Ecological Community EIA United States Energy Information Administration EIRR Economic Internal Rate of Return energy efficiency Ratio of the transport task to the energy input; a measure of energy efficiency is

tonne/km per MegaJoule (MJ) energy intensity Ratio of energy input to transport task; the inverse of energy efficiency; a measure

of energy intensity is MJ/net tonne/km FEC Financial and Economic Consultant for the Melbourne-Brisbane Inland Rail

Alignment Study, i.e. PricewaterhouseCoopers with ACIL Tasman and SAHA five-pack wagon Five wagons operated as one, either through being permanently coupled or the

use of articulation fuel consumption Measured in litres per gross tonne kilometre (litres/gtk) or sometimes litres per

1,000 gross tonne kilometre (litres/1,000 gtk); sometimes net tonnes are used instead of gross tonnes

GATR Great Australian Trunk Rail System GDP Gross Domestic Product GIS Geographic Information System gross Total mass of a wagon and its payload GST Goods and Services Tax gtk Gross tonne kilometres; a standard measure of track usage; the gross weight of a

train multiplied by kilometres travelled. hr hour IA Infrastructure Australia IEA International Energy Agency IGA Intergovernmental Agreement (1997) between the Commonwealth, NSW,

Victoria, Queensland, Western Australia and South Australia which led to the establishment of ARTC

IPART NSW Independent Pricing and Regulatory Tribunal IRR Internal Rate of Return kg kilogram(s) kg/m kilograms per metre km kilometre(s) km/h kilometres per hour kW kilowatt, a unit of power L Litre(s) L/gtk*1000 Fuel consumption expressed in litres per gross tonne kilometre x 1000 land-bridging Replacement of sea transport with land transport between two sea ports, e.g.

between Brisbane and Melbourne. LEP Local Environmental Plan Line sector In the context of the study, a length of line connecting two nodal points. loading gauge the maximum permissible height and width dimensions for a rail vehicle and its

load; see structure gauge LTC Lead Technical Consultant for the Melbourne-Brisbane Inland Rail Alignment

Study, i.e. Parsons Brinckerhoff with Connell Wagner and Halcrow m metres mass The mass of an object is measured in kilograms; mass and weight are used

interchangeably in the study M-B Melbourne-Brisbane

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MIMS Maintenance Integrated Management System MJ MegaJoule: a unit of both energy and work mm millimetre(s) MPM Major Periodic Maintenance; planned maintenance on infrastructure assets at

intervals of more than once a year. mt million tonnes mt pa million tonnes per annum narrow gauge Railway track gauge of 1067 mm; used in Queensland except on the interstate

line from Sydney to Brisbane NCOP National Code of Practice node In the context of the study, a point at which alternative routes diverge. NPV Net Present Value NPVI Ratio of Net Present Value to Investment Costs (i.e. capital costs) NSRCS North-South Rail Corridor Study completed in 2006 NSW New South Wales ntk net tonne kilometres; the payload of a train multiplied by kilometres travelled opex operating expenses payload Weight of products and containers carried on wagons PB Parsons Brinckerhoff, Lead Technical Consultant PwC PricewaterhouseCoopers, Financial and Economic Consultant Qld Queensland QR Queensland Rail, a corporation owned by the Queensland Government RailCorp RailCorp (Rail Corporation of NSW); owns rail track in the Greater Sydney region,

operates passenger trains in that region, [delete comma] and (under the name Countrylink) to Melbourne and Brisbane and regional NSW.

RAMS Rail Access Management System; manages and records access to ARTC track; RAMS is licensed to other track owners.

RCRM Routine Corrective and Reactive Maintenance; comprises maintenance, inspections and unplanned minor maintenance that is carried out annually or at more frequent cycles

Reference train A notional train specification used in developing the Inland Rail Alignment RIC Rail Infrastructure Corporation, NSW, owner of NSW rail network other than

metropolitan sections owned by RailCorp. Interstate track and certain other sections are leased to ARTC.

RL Stands for reduced level in surveying terminology; elevation relative to a specific datum point

RoA Return on Assets route In the context of the study, primary description of the path which a railway will

follow. RTA Roads and Traffic Authority - various states SA South Australia safeworking Signalling system and associated rules that keep trains a safe distance apart SEPP State environmental planning policy SKM Sinclair Knight Merz SNP Short North Project; capacity increases for freight currently being planned for the

railway between Strathfield and Broadmeadow; 'short north' refers to the railway between Sydney and Newcastle.

SPV Special Purpose Vehicle established for the development and/or the operation of a project.

SSFL Southern Sydney Freight Line; independent track for use by freight trains between Macarthur and Chullora, currently under construction

SRA State Rail Authority standard gauge Railway track gauge of 1435 mm; used on the ARTC network and for the NSW

railway system

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page vii

structure gauge Specification for the position of structures such as overhead bridges, tunnels, platform, etc, relative to a railway track, to allow adequate clearance for the passage of trains.

superfreighter Term used to describe high-priority intermodal freight trains tal tonnes axle load tare Weight of an empty wagon TCI Track Condition Index; TCI is an indicator of the condition of track by compilation

of a number of measures of its geometry TEU Twenty-foot Equivalent Unit, the standard unit measure of shipping container size t pa tonnes per annum train kilometre A standard measure of track usage; number of trains multiplied by the total

kilometres travelled TSR Temporary Speed Restriction TTM Train Transit Manager Vic Victoria VicTrack VicTrack, owner of Victoria’s rail network; interstate track and certain other lines

are leased to ARTC VOC Vehicle Operating Cost WA Western Australia well-wagon A wagon where the central loading deck is lower than the bogies at either end, to

allow higher loads to be carried within the loading gauge WP Working Paper WTT Working Timetable

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page 1

1. Introduction 1.1 Overview

In March 2008 the Australian Government announced that the Australian Rail Track Corporation (ARTC) had been asked to conduct the Melbourne-Brisbane Inland Rail Alignment Study.

The announcement stated that in developing a detailed route alignment, the ARTC would generally follow the far western sub-corridor identified by the previous North-South Rail Corridor Study. That study, completed in June 2006, established the broad parameters for a potential future inland rail corridor between Melbourne and Brisbane.

1.2 Background to Melbourne-Brisbane Inland Rail The railways of NSW, Victoria and Queensland date from the 19th century. They were constructed using different gauges and developed for differing purposes. At present, the only north-south rail corridor in eastern Australia runs through Sydney. North of Sydney the railway runs fairly close to the coast. For that reason, the existing Melbourne-Brisbane line is referred to as the coastal route throughout this working paper.

In September 2005 the Australian Government commissioned the North–South Rail Corridor Study. The study undertook a high level analysis of various corridors and routes that had been proposed for an inland freight railway between Melbourne and Brisbane.

In its March 2008 announcement, the Government stated that the Melbourne-Brisbane Inland Rail Alignment Study would build on previous work by undertaking a more detailed engineering, land corridor and environmental assessment, to allow scoping of the project’s capital cost. In the announcement, the Minister for Infrastructure, Transport, Regional Development and Local Government requested a customer focused and consultative study involving consultations with state governments, industry, local governments and major rail customers.

1.3 Study objectives, stages and working papers: The objectives of the Melbourne-Brisbane Inland Rail Alignment Study (the study) are to determine:

the optimum alignment of the inland railway, taking into account user requirements and the economic, engineering, statutory planning and environmental constraints. (The alignment will be sufficiently proven up so it can be quickly taken through the statutory planning and approval process and into the detailed engineering design and construction, should a decision be taken to proceed.)

the likely order of construction costs +/-20%;

the likely order of below-rail (infrastructure) operating and maintenance costs;

above-rail operational benefits;

the level and degree of certainty of market take up of the alignment;

a project development and delivery timetable;

a basis for evaluating the level of private sector support for the project.

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The study is being carried out in three stages, as follows:

Stage 1 – Determination of the route for further analysis;

Stage 2 – Engineering, environmental and land base analysis;

Stage 3 – Development of the preferred alignment.

A series of working papers is being produced within each stage. A list of the planned working papers follows.

Table 1-1 Working papers

Stage Working paper Lead Responsibility

Stage 1 WP1 Demand and Volume Analysis FEC

WP2 Review of Route Options LTC

WP3 Stage 1 Capital Works Costings LTC

WP4 Preliminary Operating and Maintenance Cost Analysis LTC

WP5 Stage 1 Economic and Financial Assessment and Identification of the Route for Further Analysis FEC

Stage 2 WP6 Design Standards LTC

WP7 Preliminary Environmental Assessment LTC

WP8 Preliminary Land Assessment LTC

WP10 Development of Route LTC

WP11 Stage 2 Capital Works Costings LTC

WP12 Stage 2 Economic and Financial Analysis FEC

Stage 3 WP9 Engineering Data Collection LTC

WP13 Preferred Alignments Environmental Assessment LTC

WP14 Preferred Alignments Land Assessment LTC

WP15 Refinement of Preferred Alignments LTC

WP16 Stage 3 Capital Works Costing LTC

WP17 Delivery Program LTC

WP18 Economic and Financial Assessment FEC

WP19 Policy Issues, Options and Delivery Strategies FEC

Note that the list of working papers has been revised since the completion of Stage 1 of the study. Some working papers have been re-titled and/or re-scheduled. In addition, the working papers listed as outputs of Stage 3 will appear as sections or appendices within an integrated final report of the study rather than being published as standalone documents.

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1.4 Roles of the Lead Technical Consultant (LTC) and the Financial and Economic Consultant (FEC) The study’s activities are headed by two lead consultants whose activities are coordinated by ARTC.

The Lead Technical Consultant (LTC) is responsible for engineering and environmental work and associated activities, including railway operational analysis. The Financial and Economic Consultant (FEC) is responsible for financial and economic analysis. The two consultants work jointly and collaboratively with each other.

The LTC is Parsons Brinckerhoff (PB) and the FEC is PricewaterhouseCoopers (PwC). Each consultant acts independently and each has a lead responsibility for specific working papers. Whilst this occurs the other consultant plays a support role for that particular working paper.

PB has engaged Halcrow to support it in alignment development, operations and maintenance costing, and Aurecon to support it in engineering and alignment development. Aurecon has in turn engaged Currie and Brown to assist in capital costing.

PwC has engaged ACILTasman to undertake volume and demand analysis and support it in economic review, and SAHA for peer review.

1.5 Stage 1 analysis Stage 1 analysed numerous routes within the study area in order to determine the route to be analysed in Stage 2 (see Working Paper No. 5 Stage 1 Economic and Financial Analysis and the Identification of the Route for Further Analysis).

The route follows existing rail lines from Melbourne via Albury to Cootamundra, Parkes, Narromine, Dubbo, Werris Creek and Moree to North Star near Goondiwindi; with new construction from North Star to Brisbane via Toowoomba. North of Parkes the railway would require parts of the existing route to be upgraded, including minor deviations to improve its alignment.

The analysis retained a number of options for further analysis in Stage 2 of the study; including possible routes between Junee and Stockinbingal, Premer and Emerald Hill avoiding Werris Creek, North Star and Yelarbon near Inglewood, and in the vicinity of Toowoomba.

The route for further analysis is shown in the map below.

Stage 2 will conduct engineering, environmental and land baseline analysis of the route sections within the area shown to identify the route for refinement in Stage 3.

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Figure 1-1 Melbourne Brisbane inland rail corridor (Stage 2)

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1.6 Objectives of Working Paper No. 7 The purpose of this working paper is to outline the potential environmental constraints, and opportunities, of the route.

The objectives of Working Paper No. 7 are to:

Provide an assessment of the environmental constraints and opportunities of the route, including the reference case and all deviations under consideration;

Compare the reference case against the optional deviations to determine which is preferred with respect to environmental constraints and opportunities identified;

Identify opportunities to optimise the route from an environmental standpoint, based on potential environmental constraints and opportunities;

Identify the key issues along the route to assist in the development of the scope for the Stage 3 environmental assessment.

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2. Planning, environment and land requirements

2.1 Planning, environment and land requirements The purpose of this section is to identify any potentially applicable legislation and environmental issues which may apply to securing development approval for the Inland Rail project.

This section provides a summary of the key planning and environmental concerns relating to the construction of the project, including:

relevant planning and environmental legislation at federal, state, regional and local levels;

planning approvals process for the project by state;

key environmental issues and concerns;

key stakeholders to consider at federal, state, regional and local levels;

relevant environmental standards and guidelines by state;

relevant land acquisition and valuation legislation.

As the inland route will not involve any construction or upgrade works in Victoria, only relevant NSW and Queensland legislation has been considered.

2.2 Planning legislation requirements

Scope

To undertake the above overview, the following steps were completed:

A desktop review of all NSW and Queensland legislation, regulations and state planning policies, plans and strategies which need to be considered during the planning and assessment process for major infrastructure projects;

Identification of the planning approvals process for each state based on the identified legislation applicable to the project; and

Identification of key stakeholders and additional issues which may need to be considered as part of the approvals process.

Overview of planning legislation

Within Australia legislation exists at three different levels being Commonwealth, state and local government levels. Although the overall framework of legislation throughout Australia is relatively similar, there are key differences between states with respect to legislative content and the process for planning approval.

This section of the report provides an outline of the key planning legislation and the planning approvals process (at each level) for the construction of the project.

Commonwealth legislation Environmental Protection and Biodiversity Conservation Act 1999 The Commonwealth Department of Environment, Water, Heritage and the Arts (DEWHA) regulates development activities that affect environmentally sensitive areas (known as

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Matters of National Environmental Significance - NES) or Commonwealth land under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). The Act contains an assessment and approvals system for, among other things, actions that will have, or are likely to have, a significant impact on matters of National Environmental Significance.

Under the EPBC Act 1999, there are a number of matters of NES, which must be considered. These are:

World Heritage properties (sections 12 and 15A);

National Heritage places (sections 15B and 15C);

Wetlands of international importance (sections 16 and 17B);

Listed threatened species and communities (sections 18 and 18A);

Listed migratory species (sections 20 and 20A);

Protection of the environment from nuclear actions (sections 21 and 22A);

Marine environment (sections 23 and 24A);

The environment, if the action involves Commonwealth land (sections 26 and 27A);

The environment, if the action is taken by the Commonwealth (section 28);

Commonwealth Heritage places outside the Australian jurisdiction (sections 27B and 27C).

An initial review of the proposed alignment indicates that there is potential for impacts on the matters of NES listed in the EPBC Act 1999. During the approval process, consideration of whether the project would impact on any of these matters would need to be undertaken and assessed as required. If the project has the potential to impact on any of these matters of NES, a referral would be required to be prepared in accordance with the EPBC Act.1999.

Commonwealth Native Title Act 1993 The Commonwealth Native Title Act 1993 (Native Title Act) recognises and protects lands of Native Title or potential Native Title. It is recommended that a further investigation into the relevance of this legislation be undertaken by a suitably qualified indigenous heritage consultant once a preferred option has been chosen.

Aboriginal and Torres Strait Islander Heritage Protection Act 1984 The Aboriginal and Torres Strait Islander Heritage Protection Act 1984 recognises and aims to protect from injury or desecration any area or object in Australia (including Australian waters), which are considered to be of high or particular significance to Aboriginals in accordance with Aboriginal tradition. It is recommended that a further investigation into the relevance of this legislation be undertaken by a suitably qualified indigenous heritage consultant once a preferred option has been chosen.

Queensland legislation

The following is a summary of the state legislation which may apply to the project in Queensland. A more detailed discussion of the applicability of these acts is provided in Table B-1, Appendix B.

Aboriginal Cultural Heritage Act 2003 Nature Conservation Act 1992, Nature Conservation Regulations and Nature Conservation Plans

Aboriginal Land Act 1991 Nature Conservation (Wildlife) Regulation 2006

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Coastal Protection and Management Act 1995

Queensland Heritage Act 1992

Environment Protection Act 1994 and Environmental Protection Regulation 2008

Soil Conservation Act 1986

Fisheries Act 1994 State Development and Public Works Organisation Act 1971

Forestry Act 1959 Transport Infrastructure Act 1994

Integrated Planning Act 1997 Vegetation Management Act 1999

Land Act 1994 Water Act 2000

Native Title (Queensland) Act 1993

Queensland State Planning Policies (SPPs) The following is a summary of the State Planning Policies which may apply to the project in Queensland. A more detailed discussion of the applicability of these acts is provided in Table B-2, Appendix B.

State Planning Policy 1/92 – Development and Conservation of Agricultural Land

State Planning Policy 2/02 - Planning and Managing Development Involving Acid Sulfate Soils

State Planning Policy 1/03 – Mitigating the Adverse Impact of Flood, Bushfire and Landslides

State Planning Policy 1/02 Development in the vicinity of certain airports and aviation facilities

Queensland Regional Plans The following Regional Plan which may apply to the project in Queensland. A more detailed discussion of the applicability of these acts is provided in Table B-3, Appendix B.

South East Queensland Regional Plan 2005 – 2026

Draft South East Queensland Regional Plan 2009 – 2031

South-East Queensland Infrastructure Plan and Program 2008 – 2026

Nature Conservation (Koala) Conservation Plan 2006 and Management Program 2006 to 2016

Draft South East Queensland Koala State Planning Regulatory Provisions

Queensland local legislation The following is a summary of the local government areas which the project would pass through in Queensland. A list of the applicable local planning instruments which apply in these areas is provided in Table B-4, Appendix B.

Brisbane City Council Logan City Council

Goondiwindi Regional Council Scenic Rim Regional Council

Ipswich City Council Toowoomba Regional Council

Lockyer Valley Regional Council

New South Wales legislation The following is a summary of the state legislation which may apply to the project in NSW. A more detailed discussion of the applicability of these acts is provided in Table B-5, Appendix B.

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Contaminated Land Management Act 1997 Land Acquisition (Just Terms Compensation Act) 1991.

Crown Lands Act 1989 National Parks and Wildlife Act 1974

Environmental Planning and Assessment Act 1979

Native Vegetation Act 2003

Environmental Planning Assessment Regulation 2000

Protection of the Environment Operations Act 1997

Fisheries Management Act 1994 Roads Act 1993

Threatened Species Conservation Act 1995 Water Management Act 2000

Heritage Act 1977

State Environmental Planning Policies (SEPPs) State environmental planning policies (SEPPs) are created by the Minister for Planning, through gazettal for matters which are considered of state significance. SEPPs provide uniform planning standards that control certain types of development throughout the state. SEPPs also provide guidelines and controls for plan making at a local level. In most cases the controls within a SEPP override those contained in a regional or local environmental planning instrument.

The following is a summary of the SEPPs which may apply to the inland rail project in NSW. A more detailed discussion of the applicability of these SEPPs is provided in Table B-6, Appendix B.

State Environmental Planning Policy (Major Development) 2005

State Environmental Planning Policy (Infrastructure) 2007

State Environmental Planning Policy 19 – Bushland in Urban Areas

State Environmental Planning Policy 44 – Koala Habitat Protection

State Environmental Planning Policy 55 – Remediation of Land.

Regional Environmental Plans Regional Environmental Plans (REPs) are similar in nature to SEPPs. However REPs are created by the Minister for Planning with the aim of controlling development in certain regions of NSW. Two existing REPs may apply to the inland rail project. A more detailed discussion of their relevance is provided in Table B-7, Appendix B.

North Coast Regional Environmental Plan

Orana Regional Environmental Plan No 1—Siding Spring

NSW local legislation The inland railway would pass through the following local government areas (LGAs) in NSW. A list of the applicable local planning instruments (Local Environmental Plans – LEPs) which apply in these areas is provided in Table B-8, Appendix B.

Albury City Council Lockhart Shire Council

Berrigan Shire Council Moree Plains Shire Council

Bland Shire Council Narrabri Shire Council

Coolamon Shire Council Narrandera Shire Council

Coonamble Shire Council Narromine Shire Council

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Cootamundra Shire Council Parkes Shire Council

Dubbo City Council Temora Shire Council

Forbes Shire Council Tenterfield Shire Council

Gilgandra Shire Council Urana Shire Council

Greater Hume Shire Council Wagga Wagga City Council

Gunnedah Shire Council Walgett Shire Council

Gwydir Shire Council Warren Shire Council

Jerilderie Shire Council Warrumbungle Shire Council

Junee Shire Council Weddin Shire Council

Kyogle Council Young Shire Council

Liverpool Plains Shire Council

Planning approvals process This section provides a summary of the current regulatory planning and approvals processes applying to the project for each state.

Queensland Because investigation of the inland rail corridor is still at an early stage, it is difficult to predict the likely statutory approvals pathway that the project may take. Notwithstanding this, the following statutory approval options apply to the construction and operation of inland rail in Queensland.

Likely Project Approvals Pathway

Three likely approvals pathways exist for obtaining the required planning approvals for the project. These pathways are described below.

1. Making a development application under Chapter 3 of Queensland’s Integrated Planning Act 1997 (IPA), using the local authority planning schemes listed in Table B-4. The application would be handled through the state’s Integrated Development Assessment System (IDAS) process.

2. Planning approval through Community Infrastructure Designation under Chapter 2, Part 6 of the IPA. This is generally the preferred planning mechanism for large community infrastructure projects that require consideration of planning issues at all levels of government. The Community Infrastructure Designation process allows for appropriate consideration of large projects that exceed the scope of local government planning schemes.

3. Declaration of the project by the Coordinator-General as a ‘significant project’ under section 26 of the State Development and Public Works Organisation Act 1971 (SDPWO); followed by Designation of the land for community infrastructure under the IPA (see paragraph 2 above). Under this approach, any Minister or local authority may designate private or publicly owned land for community infrastructure purposes if the Minister or local authority is satisfied that the infrastructure will be beneficial to the public. In addition to qualifying as community infrastructure the project would need to obtain other approvals prescribed under Schedule 8 of the IPA.

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Identification of a preferred project approvals pathway can occur once a project’s scope, details of operations, and project ownership are confirmed.

Figures 2-1 and 2-2 summarises the process for undertaking each of these processes.

Source: http://www.dip.qld.gov.au/images/mp_EIS_diagram.JPG - 12/3/09

Figure 2-1 Recommended Queensland Planning Approvals Process

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Source: CID Environmental Assessment and Public Consultation Process - DLGPSR (Qld) Guidelines, pg. 8, 2004

Figure 2-2 Flowchart summarising steps for environmental assessment and consultation

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New South Wales The guiding piece of legislation which governs the environmental assessment and determination process in NSW is the Environmental Planning and Assessment Act 1979 (EP&A Act). Under the EP&A Act development can be assessed either under Part 3A, Part 4 or Part 5 of the Act, depending on the type, location and scale of the project. The EP&A Act also governs the level of assessment considered to be required and the relevant determining authority (e.g. local government or Minister for Planning) for development within the state.

This section provides a brief discussion of each Part of the Act and associated form of assessment, together with the likely approval path that will be required for the project.

In summary it is likely that major infrastructure associated with the inland rail project would be assessed under the Part 3A of the EP&A Act.

Part 3A

Part 3A of the EP&A Act establishes the planning framework for the assessment of major and critical infrastructure and other large-scale projects. The Minister for Planning (the Minister) is the determining authority for applications under Part 3A of the EP&A Act.

In accordance with the State Environmental Planning Policy (Major Development) 2005 (Major Development SEPP) projects are to be assessed under Part 3A of the Act if the project:

is of a type listed in Schedule 1, 2 or 3 of this SEPP; or

has been declared a project of state significance by order of the Minister of Planning and published in the Gazette in accordance with Section 75(B) of the EP&A Act.

The inland rail project is not a type of development that is identified in the schedules of the Major Development SEPP. However, the type, location and scale of the development included in the project is likely to prompt the minister to declare it to be of state significance and gazette the project in accordance with Section 75(B) of the EP&A Act. In this instance the project would require assessment under Part 3A of the EP&A Act. Notwithstanding this, the decision for whether a project is assessed under Part 3A is at the discretion of the Minister.

A detailed flowchart of the approval process under Part 3A of the EP&A Act is shown in Figure 2-3 below.

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Source: DoP September 2007

Figure 2-3 NSW Part 3A Planning Approvals Process

Part 4 of the EP& A Act

Part 4 of the EP&A Act applies to development, not identified as a Part 3A Project which requires development consent within NSW. Part 4 requires the proponent to prepare and lodge a proposal for development consent, called a Development Application (DA) with the relevant local council (Council). Council then assesses the impacts of the proposed development taking into account the matters of consideration listed under Section 79(C) of

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the EP&A Act. As part of this assessment Council may refer the DA to other government authorities for concurrence and comment.

Given the scale and multi-jurisdictional nature of the project, it is unlikely that the project would be considered under Part 4 of the EP&A Act.

Part 5 of the EP& A Act

Part 5 of the EP&A Act applies to certain types of development that although may be carried out without development consent, may still require environmental assessment. Part 5 is an environmental assessment process that applies to proposals that do not fall under the provisions of Part 3A or Part 4 of the EP&A Act. Part 5 of the EP&A Act generally applies where a project is an ‘activity’ which requires some other form of approval from a ‘Determining Authority’. Under Part 5 the Determining Authority, which decides whether or not approval should be granted for the activity, can either be a relevant Minister or Public Authority.

In considering approval a Determining Authority must take into account to the fullest extent possible for all matters affecting or likely to affect the environment by reason of the construction and development of the proposed activity in accordance with Clause 228 of the Environmental Planning and Assessment Regulation 2000.

Given the scale and potential impact on the environment, the project is unlikely to be assessed under Part 5 of the EP& A Act.

Key issues The primary purpose of the planning and environment assessment process is to determine the environmental impact of a project, the significance of the impact and how these impacts will be mitigated. A list of key issues which need to be considered during the development and approvals process are provided below.

Approvals process timeframe (i.e. the amount of time that it will take for each stage of the application to be assessed by the relevant consent authority);

Environmental impacts of the project including:

Strategic and local benefits i.e. project justification,

Impact on any Commonwealth or Crown lands,

Flora and fauna (including any impacts on regional, state, or national parks, threatened species or similar),

Areas and/or items of indigenous and non-Indigenous heritage,

Noise and vibration issues associated with the construction or new track or the upgrade of existing track,

Traffic, transport, parking and access,

Energy and greenhouse impacts,

Air quality impacts,

Water quality impacts and hydrological and flooding issues associated with the project,

Visual impacts and landscaping treatment to the existing landscape,

Social and economic issues associated with the project,

Identification of, and consultation with, key stakeholders (refer below).

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Financial and social issues surrounding the purchase and compulsory acquisition of land (discussed in further detail below).

Key administrative stakeholders This section identifies the key administrative and regulatory stakeholders which will need to be consulted as part of the planning and approvals process (including Commonwealth and state bodies).

Commonwealth stakeholders The key stakeholders who will potentially need to be consulted at a Commonwealth level are listed below.

Department of Environment, Water, Heritage and the Arts

Department of Infrastructure, Transport, Regional Development and Local Government

Department of Agriculture, Fisheries and Forestry

Queensland A list of key stakeholders who will potentially need to be consulted during the design and approvals process within Queensland are identified in Table 2-1 below. Note that this is not an exhaustive list and would be developed further during the consultation process in conjunction with project environmental approvals.

Table 2-1 Queensland consultation stakeholders

State consultation

Department of Infrastructure and Planning

Department of Natural Resources and Water

Department of Primary Industries and Fisheries

Queensland Transport

Department of Main Roads

Department of Public Works

Department of Tourism, Regional Development and Industry

Environmental Protection Agency

QR (Queensland Rail) – Railway Manager/Operator

Powerlink - High voltage electricity transmission network owner/operator

Other relevant utility & infrastructure owners/operators affected by the alignment and relevant to required permitting and approvals.

Local consultation

Brisbane City Council Logan City Council

Goondiwindi Regional Council Scenic Rim Regional Council

Ipswich City Council Toowoomba Regional Council


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New South Wales A list of key stakeholders who would need to be consulted during the design and approvals process within NSW are identified in Table 2-2 below. Note that this is not an exhaustive list and would be developed further during the consultation process in conjunction with project environmental approvals.

Table 2-2 New South Wales consultation stakeholders

State consultation

Country Energy Eraring Energy

Department of Aboriginal Affairs Heritage Office

Department of Environment, Climate Change and Water (DECCW) Integral Energy

Department of Planning (DoP) Lands Department

Department of Premier and Cabinet Ministry of Transport

Department of Primary Industries (DPI) Rail Infrastructure Corporation

Environmental Protection Agency River Murray Water

Department of Water and Energy Roads and Traffic Authority

Delta Electricity Rural Lands Protection Board

Energy Australia Transgrid

Other relevant utility & infrastructure owners/operators affected by the alignment and relevant to required permitting and approvals.

Local consultation

Albury City Council Lockhart Shire Council

Cootamundra Shire Council Moree Plains Shire Council

Dubbo City Council Narrabri Shire Council

Forbes Shire Council Narromine Shire Council

Greater Hume Shire Council Parkes Shire Council

Gunnedah Shire Council Wagga Wagga City Council

Gwydir Shire Council Warrumbungle Shire Council

Inverell Shire Council Weddin Shire Council

Junee Shire Council Wellington Shire Council

Liverpool Plains Shire Council Young Shire Council

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3. Approach to environmental assessment 3.1 Overview

The purpose of this working paper is:

to provide an assessment of the environmental constraints for the reference case and any plus potential deviations for the Melbourne to Brisbane inland railway; and

to outline the assessment methods used to consider these issues.

This information will be used to help select and optimise the preferred alignment for further consideration in Stage 3, and to identify environmental issues that will require more detailed assessment in Stage 3 of the study.

In considering the environmental issues associated with the planning, design, construction and operation of the railway, two main aims have been kept in mind. The first is to identify environmental constraints and opportunities that will enable the route to be developed so as to minimise impacts to the biophysical and social environment within the railway corridor. The second is to identify potential constraints to the project arising from compliance with legislative requirements, the occurrence of time delays and the need to meet possible additional costs.

The environmental aspects and the key issues that will be considered in Stage 2 of the study are included in Table 3-1. These issues will be considered in an overarching perspective and/or on each specific route option.

3.2 Identification of key issues The environmental aspects that have been assessed at the route option level are provided in Table 3-1.

Table 3-1 Environmental aspects and issues

Aspect Key environmental issues

Protection areas World Heritage Areas Register of the National Estate National parks State forests Natural and conservation reserves

Matters protected by the EPBC Act

World Heritage properties National Heritage places wetlands of international importance listed threatened species and ecological communities (this is

captured in flora and fauna) migratory species other matters of national environmental significance include

Commonwealth marine areas and nuclear actions and are not relevant to consideration of the route

Flora and fauna threatened species wildlife corridors vegetation communities

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Aspect Key environmental issues

Heritage Commonwealth heritage state heritage railway heritage Indigenous heritage Native title

Water waterways water quality catchments flood-prone land groundwater resources/sensitive aquifers

Noise and vibration noise disturbance vibration impacts

Soils and contamination registered contaminated sites hazardous facilities landfill sites salinity

3.3 Potential impacts and benefits Potential impacts associated with the development of the Melbourne to Brisbane route can be generally considered in terms of construction impacts and operational impacts. An alignment that meets the study objectives could be expected to have different levels of impact in existing corridors as opposed to new or greenfield routes. Similarly, existing track upgrades would be expected to have a different level of impact, resulting in the identification of the following track categories for the purpose of the environmental assessment:

Existing rail that is not required to be upgraded.

Existing rail that is required to be upgraded, including dual gauging within the existing corridor (Queensland only).

New, or greenfield, tracks and deviations, including dual gauging outside the existing corridor.

The types of potential impacts associated with these track categories is discussed further in the following sections.

Potential impacts Existing rail – no upgrade required Where the route comprises sections of existing track that is already Class 1 or Class 2, no upgrade is required in order to meet the optimum speeds required to minimise overall journey time. As such, no construction impacts are expected on these track sections.

There is a potential for operational impacts, including increased noise and vibration to nearby sensitive receivers, as a result of increased rail traffic. In addition, existing impacts such as bird strike, air quality (diesel exhaust) and visual amenity impacts would continue.

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Existing rail that is required to be upgraded A number of existing track sections do not meet the minimum speed requirements of the study, either due to alignment restrictions such as tight curves or steep grades, or infrastructure limitations, for example old bridges. In Queensland, where most of the existing rail network is narrow gauge, new standard gauge track would be required adjacent to existing narrow gauge tracks, to allow trains to travel the entire route. Where new standard gauge track is built in greenfield areas, the environmental impacts would be similar to new greenfield alignments – see below.

For upgrading works that involve construction outside of the existing corridor, for example, where a new standard gauge track is constructed adjacent to existing narrow gauge track, potential construction impacts during upgrading works may include:

Air quality (dust) impacts;

Construction noise impacts to nearby sensitive receivers;

Clearing of vegetation adjacent to the railway or for construction compounds, storage areas, access and associated impacts to threatened species and ecological communities, if present;

Erosion and sedimentation impacts, particularly near waterways, e.g. bridgeworks;

Impacts to Indigenous heritage items, including places of spiritual and cultural significance;

Impacts to historic heritage items within the corridor, for example heritage listed bridges or railway heritage items;

Rail commuter impacts, e.g. restricted passenger trains during rail possessions;

Traffic impacts where works involve road crossings or related to construction traffic on rural roads and may involve traffic delays or diversions and property access restrictions;

Property impacts, e.g. for access or staging activities; and

Indirect or offsite impacts, e.g. excavation for fill, quarrying for ballast, and impacts associated with transport of materials.

It is considered that where the construction works associated with upgrading existing track are within the existing corridor, there would be minimal environmental impacts, for example air quality and noise impacts during construction or impacts to railway heritage items.

Operational impacts would be mainly associated with noise and vibration resulting from increased rail traffic and existing impacts, such as bird strike, air quality (diesel exhaust) and visual amenity impacts.

New routes and deviations New routes include large greenfield sections to reduce journey time or bypass towns and urban areas, smaller deviations generally to remove alignment restrictions such as tight curves, and provision of standard gauge track in areas currently serviced by only narrow gauge track. Where new route track sections are proposed, the potential impacts are greatly increased as a result of introducing infrastructure and operations to a new area. Potential construction impacts during upgrading works may include:

Clearing of large areas of vegetation for the new alignment and for construction compounds, storage areas and access. This includes associated impacts to threatened species and their habitats and ecological communities;

Construction noise impacts to nearby sensitive receivers;

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Erosion and sedimentation impacts near waterways, including creek and river crossings, works along creek banks and works near farm dams and within catchment areas;

Impacts to Indigenous heritage items and places, including places of spiritual and cultural significance;

Impacts to historic heritage items such as rural homesteads, and farm infrastructure and equipment;

Rail commuter impacts e.g. restricted passenger trains during rail possessions for tie in works to the existing rail network;

Traffic impacts for road bridges and level crossings or related to construction traffic on rural roads and may involve traffic delays or diversions;

Property impacts, such as restrictions on access to and within properties, and temporary use of land for access, compounds or staging activities;

Air quality (dust) impacts;

Community and social impacts where new alignments pass through or near towns and villages (this may be a positive impact if the new alignment bypasses the town);

Indirect or offsite impacts, e.g. excavation for fill, quarrying for ballast, and impacts associated with transport of materials.

Operational impacts are also likely to be greater relative to existing track sections. The introduction of rail noise to an environment previously bereft of trains may be a considerable issue for rural residences and urban areas. Other operational impacts that would require consideration include air quality impacts resulting from freight diesel exhaust, visual amenity impacts as a result of introducing rail infrastructure and trains into rural and natural viewsheds, as well as potential effects of vegetation clearing.

Benefits Whilst the above sections focus on the potential adverse impacts of the development of the Melbourne to Brisbane route, there are a number of positive impacts or benefits that would result from this project.

The provision of a direct freight route between Melbourne and Brisbane would provide the opportunity for freight to be diverted from the national road network. A suite of benefits would arise from a reduction in road haulage, including, but not limited to, increased road safety, reduced greenhouse gas emissions, reduced road wear and tear, and reduced social impacts of trucks passing through towns and urban areas (noise, exhaust, etc).

Inland Rail would also provide an alternative rail freight route to the coastal route, potentially reducing rail freight along this busy corridor and offsetting any impacts further west through a benefits to the general amenity (e.g. noise, air quality, etc) of coastal towns and inhabited areas. In particular, rail freight diverted from the coastal route, including through greater Sydney, would affect far fewer people on the inland route.

Other positive impacts that would be generated by the project include socio-economic benefits to inland towns and areas during construction, with the requirement for personnel, labour and services. Furthermore, operational benefits would include improved access for transport of produce or commodities to the ports, particularly to Brisbane.

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3.4 Discussion of environmental issues

Protection areas

For the purposes of this study, the term ‘protection areas’ encompasses lands that have been established or dedicated as areas with a specific purpose or use, particularly associated with conservation/protection of the physical environment or values associated with the environment. This includes areas of environmental and heritage significance, as well as areas set aside for resource harvest or extraction. Particular issues associated with protection areas include:

Direct or indirect impacts to sensitive ecological communities ecosystems and fauna habitats;

direct or indirect impacts to areas of Aboriginal or cultural significance;

fragmentation of habitat areas and wildlife corridors;

sterilisation of resources;

severance of protection areas from the community or impacts to the amenity of a protection area.

Protection areas have been assessed at a detailed route section level, based on GIS mapping. They are generally administered by state government agencies. Protection areas that have been considered in this study include:

National parks — areas protected for the preservation of representative ecosystems, flora and fauna species and places of natural significance. National parks are open to the public for recreation and educational purposes;

Aboriginal areas — areas of land protected for conservation of Aboriginal culture or heritage significance;

Nature reserves — areas of land that remain in a predominantly untouched, natural condition and have high conservation value;

State conservation areas — areas reserved to protect and conserve representative ecosystems, landforms, natural phenomena or places of cultural significance. Mineral and petroleum exploration and mining may be permitted in state conservation areas;

State forests — areas reserved for forestry, recreation and mineral extraction.

Conservation areas such as national parks, Aboriginal areas and nature reserves are, by definition, areas set aside for conservation and protection purposes, and as such development is restricted within these areas. Detailed environmental assessment and complex negotiations with the relevant administrative bodies and other stakeholders is unavoidable if such areas are affected by the rail line. As such, development of the inland rail alignment through such conservation areas should be avoided. However, construction through a state conservation area or state forest may be allowed, pending environmental assessment, stakeholder consultation and consideration of suitable compensatory land.

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Matters protected by the EPBC Act The Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (the EPBC Act) is aimed at protecting and managing nationally and internationally important ecological communities, threatened species, heritage places and biodiversity conservation, especially matters of National Environmental Significance (NES).

If a significant impact related to NES were likely as a result of the development of the Inland Rail, the project would have to be referred to the Commonwealth Department of the Environment, Water, Heritage and the Arts. The ‘referral’ would be subject to public comment before determination by the Minister who will decide whether the project is deemed a controlled action that is to be assessed under the Act.

Matters of NES considered in this study include:

World Heritage properties;

National Heritage places;

wetlands of international importance or Ramsar wetlands;

listed threatened species and ecological communities;

migratory species.

Other matters that are protected by the EPBC Act that have been considered include:

Commonwealth heritage;

Items listed on the Register of the National Estate (RNE).

Commonwealth land and actions undertaken by a Commonwealth agency A referral to the Department of the Environment, Water, Heritage and the Arts is required for any proposed action likely to have a significant impact on the environment in general, or if undertaken by Commonwealth agencies or undertaken on Commonwealth land, or for action undertaken outside Commonwealth land that may have a significant impact on the environment on Commonwealth land. If the Minister deems the project to be a controlled action, the project would require approval under the EPBC Act.

It should be noted that if the ARTC is a proponent for any project that forms part of the development of inland rail, that project would have to be referred to the Department of the Environment, Water, Heritage and the Arts under the EPBC Act.

Flora and fauna The key areas of concern with regard to flora and fauna are:

impacts to threatened species, sensitive ecological communities, ecosystems and fauna habitats; and

habitat fragmentation of wildlife areas and habitats and severance of wildlife corridors.

Threatened species Threatened species are those that are considered to be vulnerable or endangered, typically as a result of reduced populations (nationally, regionally and locally), reduction in habitat and foraging areas, and/or sensitive to modification of their environment. Potential impacts to threatened species may include clearing or direct impacts to threatened flora, reduction in habitat for threatened fauna, as well as direct impacts to threatened fauna e.g. through road and rail kill. Implications for the project with regard to threatened species could include:

detailed assessment of impacts, e.g. requirement for Species Impact Statements;

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environmental monitoring and management;

redesign to avoid threatened species populations and fauna habitat;

incorporation of mitigation measures, for example wildlife tunnels, nest boxes, etc; and

fauna habitat compensation.

Threatened species have been assessed along each route section, based on mapping and using information sourced from relevant state government databases, each of which reports on threatened species differently.

In NSW, threatened species databases comprise survey information based on sightings of threatened species. There are two shortcomings to this method: first, sightings are more concentrated in areas where there have been ecological surveys, or around towns and populous places; second, although threatened species data points, when mapped, are generally within 1 km of an actual sighting location, they are not sufficiently accurate to enable protection of the species’ exact location.

In Queensland threatened species are mapped by area on a grid and ecological system basis respectively. This has the same shortcomings as in NSW, that is, it is difficult to pinpoint the exact location of the species. A further limitation is that mapping does not provide information on the density or richness of the species in that area.

In an attempt to overcome these shortcomings, mapping is used in NSW and Queensland, as well as in Victoria, to identify areas where threatened species are more likely to exist. In NSW the existence and density of a species is measured using clusters of sightings, while in Queensland measurement is based on the identification of larger, more densely plotted areas. Where possible, aerial photography is used to identify sensitive areas such as vegetation and water bodies where the possibility of the occurrence of threatened species is greatest.

Vegetation communities Vegetation communities are areas of vegetation with similar floristic assemblages and can be defined by key indicator species specific to that type of community as well as landscape characteristics (e.g. floodplain). An ecological community encompasses all living things in an area and includes assemblages of interdependent species and populations of plants, animals, fungi and bacteria.

Endangered Ecological Communities (EECs) are communities that are protected under state and/or Commonwealth legislation because they are likely to become extinct or are in immediate danger of extinction. These communities are sensitive to further impacts due to:

Decline in geographic distribution;

Small geographic distribution coupled with threat;

Loss or decline of functionally important species;

Reduction in community integrity;

Rate of continuing detrimental change.

Potential impacts to vegetation communities, and particularly EECs, resulting from the development of the railway could include:

vegetation clearing;

loss of biodiversity;

fragmentation or severance of communities and fauna habitat; and

fragmentation or severance of communities and of threatened species populations.

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Impacts of the inland rail project on vegetation communities, and especially EECs would have important implications. These would include time delays to allow impact assessment or the redesign of the route to avoid critically endangered communities or provision of compensatory areas to offset land clearing elsewhere.

Existing vegetation mapping within NSW has been included in the GIS mapping of the route, including Moree Plains vegetation, vegetation formations for NSW and ACT (Keith, 2002 and Keith & Simpson 2006) and NSW National Parks and Wildlife Services (NPWS) Estate mapping.

NPWS Estate map boundaries of areas in NSW are under the management of the NSW NPWS. Areas include National Parks, Nature Reserves, Regional Parks, State Recreation Areas, Aboriginal Areas and Historic Sites.

In addition, characteristics of landscapes have been mapped through inclusion of Mitchell Landscapes, a statewide map of landscapes that describes land attributes considered to be important for ecosystem processes. These include geology, geomorphology and soil characteristics.

Wildlife corridors Wildlife corridors can be either linear or spot areas of vegetation used by wildlife to move between larger vegetated areas, such as national parks and nature reserves. Often wildlife corridors follow Crown land, for example road reserves and travelling stock routes, as these land parcels commonly have remnant vegetation within them that allows safety and foraging opportunities for mobile wildlife. Severance or removal of wildlife corridors may have wider impacts than just the removal of the remnant vegetation, as it may inhibit the ability of populations to move between larger areas, creating small and isolated populations.

Wildlife corridors have been mapped and assessed at along each route option. Where possible, aerial photography has also been used to identify vegetation cover along the route options in the vicinity of identified wildlife corridors.

Habitat fragmentation Habitat fragmentation is the division of a single area of habitat into two or more smaller areas, with the occurrence of a new habitat type in the area between the fragments. The newly created habitat may be used by generalist species that are often considered aggressive, which further decreases population levels of the species remaining in the fragments.

In addition to the loss of total habitat area, the process of fragmentation can impact on the species within the newly created fragments in a number of ways, including barrier effects, genetic isolation and edge effects. The degree to which these potential impacts affect the flora and fauna within the newly created fragments depends on a number of variables, including distance between the fragments, local environmental conditions, the species present and mitigation measures. Some of the potential impacts are summarised below:

Barrier effects: This occurs where particular species are either unable or are unwilling to move between suitable areas of fragmented habitat, resulting in either a complete halt to movement or a reduced level of movement between fragments. Rare species are particularly vulnerable to barrier effects, where even a small reduction in movements can reduce genetic continuity within the population, hence reducing the effective population size). Smaller ground-dwelling species and species with low mobility are also vulnerable to barrier effects, whilst more mobile species, e.g. birds, are

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generally less vulnerable to barrier effects, although even these species can vary in their response to barriers.

Genetic isolation: This occurs where individuals from a population within one fragment are unable to interbreed with individuals from populations in adjoining fragments, leading to inbreeding and genetic drift problems for populations isolated within a fragment.

Edge effects: This is where a zone of changed environmental conditions (i.e. altered light levels, wind speed and/or temperatures) occurs along the edges of habitat fragments.

Habitat fragmentation increases the isolation of remnant vegetation and creates barriers to the movement of small and sedentary fauna, such as ground-dwelling mammals, reptiles and amphibians.

Heritage The key issues relating to heritage are:

Direct or indirect impacts to listed heritage items/places or decrease in their heritage value;

development necessitating destruction or modification of heritage items;

impacts to potential Indigenous heritage places, items or areas of sensitivity or cultural significance.

Historic heritage Heritage places and items are generally associated with past land uses and settlement history. This includes places, objects or structures with a cultural or historical significance that gives context to how a place, community or nation has evolved. Non-Indigenous heritage can be listed at Commonwealth, state and/or local government level.

A preliminary desktop study has been undertaken for the route in NSW and Queensland to identify the location and significance of historic heritage items and places. As the project does not propose any activities in Victoria, no searches were undertaken for the route in this state. The scale of the project is such that a review of heritage items and places within an alignment corridor of not less than 50 m along greenfield routes has included the following Heritage Registers and Lists:

National Heritage List Gunnedah Local Environmental Plan 1998, updated 2008

Commonwealth Heritage List Murrurundi Local Environmental Plan 1993

NSW State Heritage Register (SHR) Quirindi Local Environmental Plan 1991

State Rail Authority (SRA) s.170 Register Parry Local Environmental Plan 1987

Register of the National Estate (RNE) Coolah Local Environmental Plan 2000

Moree Plains Local Environmental Plan 1995 Dubbo Local Environmental Plan 1998

Inverell Local Environmental Plan 1988 and Amendments

Narromine Local Environmental Plan 1997

Barraba Local Environment Plan 1990 Wellington Local Environmental Plan 1995

Bingara Local Environmental Plan 1994 Parkes Local Environmental Plan 1990

Yalleroi Shire Council Local Environmental Plan 1991

Junee Local Environmental Plan 1992

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Narrabri Local Environmental Plan 1992 Draft Cootamundra Local Environmental Plan 2005

Narrabri Local Environmental Plan No 2 National Native Title

National Trust of Queensland Aboriginal & Torres Strait Islander Cultural Heritage Search

Australian Heritage Database

Where listed heritage places have been identified adjacent to or within the rail corridor, there is potential for impacts to those items if upgrade works are required. This could involve significant time delays whilst statements of heritage significances are prepared and permits may be required to alter or remove heritage items.

The lack of identified heritage items is not indicative; there is potential for rural homesteads, associated structures and other buildings or facilities to have heritage significance.

A brief overview of the historical context of the areas through which the route passes in NSW follows.

Railway heritage Railway heritage includes structures and items associated with historical railway operations, including bridges, stations, buildings and markers. As with state and local heritage items, the task of searching relevant state heritage databases and railway heritage listings was not feasible at this stage of the study. However, as a general rule, where existing railway sections require upgrading as part of the preferred alignment, railway heritage items could be impacted as a result of these works.

Indigenous heritage Indigenous heritage relates to places and items that are significant, or contribute to the understanding of Aboriginal and Torres Strait Islanders and their attachment to Australian land before (and during) European settlement. Indigenous heritage is often associated with remnants, evidence of settlement or movement patterns of Aboriginal people, but may also include places of spiritual or ceremonial importance.

A preliminary desktop study has been undertaken, comprising a search of the Department of Environment and Climate Change (DECC) Aboriginal Heritage Information Management System (AHIMS) in NSW and the Aboriginal cultural heritage register and database of the Department of Natural Resources and Water in Queensland. These databases were searched to identify the location and character of known Aboriginal heritage sites in and around the study area. The locations of known Aboriginal heritage sites were plotted on Geographical Information System (GIS) mapping to show the known locations of heritage sites and places, focusing on a 5 km buffer surrounding the route option alignments. In NSW, the available AHIMS data was used to produce a preliminary model of Aboriginal heritage sensitivity for the route corridor, with special attention being given to greenfield routes and deviations (see below).

Recorded sites

The AHIMS database is maintained by the NSW DECC Cultural Heritage Division and includes a database and recorded site cards for all Aboriginals sites, items, places and other heritage objects that have been reported to the NSW DECC. A limitation to this database is that it is not a comprehensive listing of all Aboriginal sites, items or places in NSW, and that the site co-ordinates recorded in the AHIMS database vary in accuracy.

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Indigenous heritage sites registered on the AHIMS database were mapped, including physical items of heritage significance, such as camp sites, artefact scatters and scarred trees. Direct impacts to these identified sites by the rail alignment would result in their disturbance, meaning the presence of any such items along the route would be considered a constraint to the project in terms of time as well as cost implications (for site investigations, excavations, seeking of relevant permits, consultation and removal of the item).

In Queensland the Aboriginal and Torres Strait Islanders Cultural Heritage database and register is maintained by the Department of Natural Resources and Water which holds information relating to the location, type and Aboriginal Party for the area in which the site was located. However the accuracy of the locations of the Aboriginal heritage sites listed in the database cannot be guaranteed by the department. It is also possible for other Aboriginal cultural heritage sites to be present within the study area, especially in places that are either not developed or have not been subject to significant ground disturbance.

Landforms with potential Aboriginal heritage sensitivity

Aboriginal heritage sites may be found anywhere in Australia, but are often located in areas most suitable for particular activities. For example, occupation sites (the physical evidence for which may include stone artefacts, shell middens and scarred trees) are often located in areas with access to water and food resources, such as creeks, swamps, and along the coast, and may be found in shelters where appropriate overhangs are present in these areas. Generally, the more significant the water resource, the larger and more frequent the sites.

Sites associated with specific behavioural and cultural activities are also located in areas with appropriate resources. For example, stone quarry sites and rock engraving sites require access to appropriate stone outcrops/material for artefact manufacture or engraving, and grinding groove sites usually require appropriate sandstone outcrops near running water. Burial sites may be located in areas with soft sand/soil (e.g. on river banks or in sand dunes), or in places with cultural significance. Ceremonial sites (such as stone arrangements) may also be located in places with cultural significance. In short, there is potential for Aboriginal heritage sites to be present within the study area, particularly in association with the following landforms:

Stone outcrops and overhangs/shelters, particularly sandstone. Potential for shelter occupation sites, art/engraving sites, and grinding grooves (generally associated with running water). Stone quarries may be present in areas where outcrops or resources such as cobbles are of suitable material, such as chert, silcrete, mudstone or quartz.

Water resources, including creeks, rivers, and swamps. Potential for occupation sites (particularly comprising stone artefacts and scarred trees) and possibly burials. While occupation sites are found in all environmental contexts, larger and denser sites tend to be found in association with high order streams, particularly on ridgelines and other areas that offer movement routes. Middens may also be present where suitable shellfish resources occur, but it is unlikely that such resources are available within the study area.

Areas with minimal tree clearing and disturbance. Sites that may be present in these landforms include scarred trees, and ceremonial sites including carved trees and stone arrangements, in addition to occupation sites.

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Given that the majority of land in the new sections of the railway corridor has predominantly been subject to pastoral use, cultivation and rural residential use, sites may have been disturbed or damaged to some degree. However, any sites that are protected by the National Parks and Wildlife Act 1974 (in NSW) or the Aboriginal Cultural Heritage Act 2003 (in Queensland) that may be affected by the route will at the least require permits prior to any disturbance by the proposed railway.

Although no site search was undertaken for the sections of the corridor using existing tracks, any sites located in these areas, which will be disturbed by the proposed works to the railway, will also at the least require permits prior to any disturbance.

Native Title Native Title is the legal recognition that Indigenous people have rights and interests to some areas of land through their traditional or historical presence in that area. These rights may include habitation or access for camping, hunting and gathering, teaching of customs or tribal ceremonies. Native Title is governed by the Native Title Act 1993, which states the rights granted under Native Title are recognised by Australian common law.

The inland railway corridor passes though a number of Native Title areas of areas where Native Title applications, or claims, have been lodged. Claimants would need to be consulted as part of the early planning stage of any development of a railway through areas of Native Title. However Native Title claim will require special agreements to be negotiated with the claimants. It is not a matter that is resolved through consultation only.

Native Title requirements and implications for the project will need to be investigated in detail once a preferred alignment has been established.

Water

The key environmental issues relating to water are:

water quality impacts and impacts to aquatic ecology in waterways during construction;

alteration or severance of overland flow paths, including dam catchments and environmental flows, with associated downstream implications;

construction on flood-prone land, with potential downstream or upstream impacts during flood events due to changes in flood water regimes or flow, as well as additional construction and maintenance costs;

direct and indirect impacts to water resources, including catchment areas, aquifers and water storage or extraction areas/zones, especially town water supply resources.

River/creek crossings Construction of river and creek crossings along new route options will have potential impacts on water quality and aquatic ecology. Similarly, construction in the vicinity of water bodies (e.g. farm dams, waterholes) or through undulating terrain would likely require erosion and sediment controls to minimise water quality impacts. These issues have been assessed at a detailed route option level with the number of major and minor waterway crossings identified and categorised as an environmental limitation and included in route section data sheets.

There may also be indirect impacts associated with waterways, such as presence of threatened species and potential for items/areas of Aboriginal heritage significance around rivers, swamps or waterholes, or land-use impacts associated with farm dam catchment areas or irrigation channels.

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Flood-prone land Where alignments cross flood-prone land, the effect on floodwaters would have to be assessed in design to minimise downstream or upstream flooding issues. Downstream flood impacts may include changes to hydrology as a result of channelling or redirection of flow through altered bridge openings and/or culverts, reduction of flows to ecosystems or farm properties that rely on periodic flooding. Upstream impacts may include increased height of floodwaters, area of inundation or flood water retention time.

Construction across flood-prone land would require careful planning and consideration of engineering solutions to minimise cost and program implications and to address operational functionality during flood events.

Noise and vibration

Key issues relating to noise and vibration impacts include:

adverse noise impacts to residences and sensitive receivers (e.g. schools, hospitals, churches) associated with new routes or increased traffic on existing alignments;

construction noise and vibration impacts;

project costs associated with property acquisition and noise abatement.

An indicative assessment has been undertaken of potential noise and vibration from the operation of rail freight services as part of optimising the route for Inland Rail, including an assessment of the operation of rail services in Victoria, NSW and Queensland. The indicative noise assessment is summarised below and has been included in its entirety as Appendix C.

The assessment focused on areas where a potential increase in rail freight would be introduced as a result of the development of the inland rail alignment. As the inland rail alignment would use parts of the rail network currently used for interstate freight traffic, i.e. the entire route within Victoria, between Wodonga and Cootamundra, and between Kagaru and Brisbane, these existing sections have not been assessed as the development of the inland route would not increase rail traffic on these sections.

Acoustic guidelines Acoustic guidelines for the assessment of potential operational rail noise and vibration have been adopted from relevant state regulatory guidance.

In NSW the Interim Guidelines for the Assessment of Noise from Rail Infrastructure Projects, (NSW Interim Guidelines, 2007) have been adopted. Noise triggers for further assessment where an increase in noise level occurs above 55-60 dB(A) LAeq, 9h and 80-85 dB(A) LAMax for new and redeveloped rail sections have been established. The Interim Guidelines provide further recommendation for sensitive receiver noise triggers of 40-45 LAeq (1hr).

In Queensland the Environmental Protection (Noise) Policy, 1997 planning noise levels of 65 dB(A) LAeq, T 24 hour average and 87 dB(A) LAmax single pass by level should not be exceeded.

A ground borne noise trigger of 35 dB(A) LAMax (slow) has been adopted route wide from NSW Interim Guidelines. Receiver specific vibration criteria have been adopted from NSW DECC’s Assessing Vibration: A Technical Guidelines (DECC, 2006)

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Noise and vibration assessment Train pass-by source noise data has been referenced from the Rail Access Corporation (RAC, 2000) for the derivation of source noise contributions for existing and future proposed peak operations.

Existing rail movements have been adopted from the ARTC Working Timetable and typical ‘as required’ seasonal traffic from the Train Control Offices. Future rail movements were estimated by adding a nominal 12 rail movements (both directions) to existing daily rail movements on redeveloped and new route sections.

Sensitive receivers in rural areas and towns and rural dwellings were mapped using GIS and aerial photography.

Likely operational noise impacts have been assessed at receivers within a 500 m buffer zone from the rail line. A potential increase in rail noise impacts of 2-7 dB(A) from existing rail noise influence has been predicted within the buffer zone.

NSW

Future estimated rail movements on the inland route of 12-30 trains per period are predicted and are likely to increase existing rail noise levels; potentially up to 6 dB(A) LAeq. Adopted noise criteria within 500 m of redeveloped and new rail line sections are likely to trigger the requirement for detailed assessment of rail noise impacts. Peak pass-by noise impacts are potentially compliant with adopted 80-85 dB(A) LAMax noise criteria at residential receivers located further than 50 m from the rail line.

Queensland

Future estimated rail movements of 12-32 trains per period are predicted to increase existing noise levels by potentially up to 7dB(A) LAeq. Anticipated noise impacts are likely to trigger the requirement for detailed assessment of airborne noise for a 100 m buffer zone from redeveloped and new rail routes. At greater than 100 m compliance with the 87 dB(A) LAMax noise goal is expected to be achieved at all receivers.

Sensitive receivers

Potential noise impacts to educational institutions and places of worship within 500 m of the rail from day time rail movements are likely to exceed hourly sensitive receiver noise criteria.

Vibration and ground borne noise

Potential operational vibration may be perceptible within 15 m of the rail line. As airborne noise is expected to be the dominant influence in the surrounding environment, ground borne noise impacts are expected to be negligible.

Further noise and vibration assessment and mitigation Detailed assessment should be undertaken where future train movements are greater than 15 trains per period within 500 m and 100 m of residential receivers in NSW and Queensland respectively, with a 500 m buffer zone adopted for sensitive receivers.

The urban areas of Dubbo, Moree and Oakey have been recommended locations for further detailed assessment, while for rural receiver locations, representative rural route sections should be adopted to determine impact potential at individual receiver locations.

Mitigation

Noise and vibration management and mitigation measures would to include potential acquisition of property within 15 m of the rail line. At distance between 15 to 500 m from the

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rail line location specific and source and noise propagation control techniques such as locomotive exhaust silencers, engine shrouds and acoustic barriers would be required to potentially achieve compliance with regulatory guidance.

Soils and contamination

Key issues associated with soils and contamination mainly relate to the construction phase and include:

environmental and human health impacts associated with exposure of contaminated soils;

increasing the extent and severity of areas of known dryland salinity;

management of dispersive soils and black soils; and

risks and costs associated with storage, treatment, transport and disposal of contaminated materials, acid sulfate soils or other non-reusable wastes.

Registered contaminated sites, hazardous facilities, landfills and areas of dryland salinity and acid sulfate soil risk have been assessed on a detailed route option level through the GIS mapping and categorised as environmental limitations.

Some soil landscapes may have implications for the construction and/or operation of Inland Rail, such as Gilgai, or black, soils, clayey soils which swell when wet and then shrink upon drying, resulting in cracking and the formation of mounds and depressions, which become exaggerated over time and may affect railway infrastructure. Alluvial soils may be more prone to erosion and sedimentation issues during construction works.

Social impacts Key social issues and benefits associated with the inland route include:

land severance and acquisition (refer to Working Paper No. 8 - Preliminary Land Assessment);

impacts associated with the construction of the railway line including traffic, noise, dust, loss of amenity (e.g. vegetation clearing or impacts to open spaces);

impacts associated with the operation of the railway line including noise and vibration and visual impacts;

impacts to community facilities, such as showgrounds, hospitals, schools, etc;

beneficial socio-economic impacts to rural towns during construction;

improved freight access for rural areas to transport goods to ports; and

potential reductions in greenhouse gas emissions if freight is diverted from road to rail as a result of the development of the inland route.

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4. Assessment Methodology 4.1 Overview

Environmental assessment of the Melbourne to Brisbane Inland Rail Alignment in Stage 2 of the study has been undertaken through identification of environmental constraints and opportunities along the reference case routes and deviations that comprise the route using Geographic Information System (GIS). As no construction or upgrade works are proposed and no change in operations is expected south of Junee and north of Kagaru, the assessment focused on the sections between Junee and Kagaru.

The key activities that were undertaken included:

1. Collection and collation of environmental data and other information;

2. Incorporation of this information into the GIS to generate constraints map;

3. Review of the route using the GIS to identify environmental limitations along the alignments;

4. Allocation of a limitation category to the identified constraints;

5. Consideration of any opportunities to minimise impacts to the identified constraints.

4.2 Constraint mapping A constraint map was created using environmental data and infrastructure (e.g. roads, rail) and geographical information (topography, drainage) incorporated into the study GIS database. Data and other information were obtained from a range of sources, including previous studies, government departments and agencies, and other relevant databases. Where information was not able to be sourced as a pre-existing spatial data, layers were generated using records obtained from other sources, such as heritage registers or inventories.

All data was collated and published as an Arcreader file, with each spatial data set represented as a layer on the map. Individual data sets could be turned on or off depending on the information required to be displayed.

GIS data layers used to undertake the environmental assessment during Stage 2 included:

Protection and conservation areas, e.g. World Heritage listed places, national parks, state forests, etc;

Biodiversity, e.g. threatened flora and fauna species, vegetation mapping;

Heritage items and places, both Indigenous and non-indigenous;

Soils and contamination information, e.g. dryland salinity, landfill sites;

Information to enable noise assessment, including train numbers and sound power levels, dwelling and residential areas information;

Urban and rural areas;

Waterways, drainage and flood prone areas;

Existing infrastructure, including roads, rail and utilities (gas pipelines, power lines, etc);

Topography (contours and terrain types).

LandSat imagery and aerial photographs (Google Earth ®) was used to verify other mapped features. The scale of the satellite imagery only allows limited verification and is only useful

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on the large scale. Higher resolution satellite imagery or aerial photography may provide a greater level of detail for verification of features.

4.3 Route section desktop assessment A detailed qualitative assessment of the route was undertaken using the Arcreader file by panning along the route and toggling data layers on/off to view the different environmental records and items. This method was also used to determine whether the record/item was considered to be a constraint or limitation to the development of the railway either because of potential environmental impacts or because it represented a source of additional costs or delays, or imposed obstacles to obtaining project approval.

Limitation categories Individual limitations were then categorised according to the following:

the relative importance or sensitivity of the identified environmental constraint (as discussed in Section 2);

the level of potential impact on the environment from development of the railway; and

potential implications of the environmental constraint for the study.

For continuity, the categories are similar to those used by Hyder Consulting in their earlier corridor study, the North-South Railway Study Environmental Overview (Hyder 2006).

The categories are discussed below, along with the level of limitation associated with each category.

Major Environmental Limitation Major Environmental Limitations are those that would have a major impact on the project either in the planning, design, construction or operational phases. This could result from:

Potential high level of environmental impact to listed protected areas, state or Commonwealth heritage areas or threatened species;

High cost and/or program implications associated with realignment or re-engineering solutions or associated with extensive impact mitigation;

High number of communities or stakeholders affected, i.e. towns and urban areas, with potential for high number of objections; or

Major delays associated with obtaining permits and approvals.

Major Environmental Limitations would be likely to cause extensive time delays and could have significant cost implications. In extreme circumstances, they could be a showstopper for the project.

Significant Environmental Limitations Significant Environmental Limitations are those that would have an impact on the project. Whilst it is preferable to avoid these limitations, they are not considered insurmountable and could be mitigated through engineering design, changes to construction methodologies, and/or environmental compensation.

The environmental and/or social impacts of Significant Environmental Limitations would need to be considered during detailed environmental assessment, including consideration of engineering solutions, alignment adjustment, and community and stakeholder engagement. Costs and time delays associated with these identified limitations would still be significant, although these may not be as significant as the Major Environmental Limitations.

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Moderate Environmental Limitation Moderate Environmental Limitations include potential environmental impacts that would require management and/or mitigation during the design, planning, construction and operational phases. The relative potential impacts of these limitations are marginal compared to the cost to mitigate or manage them.

Moderate Environmental Limitations would need to be considered when developing the preliminary and detailed design and may be able to be engineered out through an iterative design process in conjunction with the environmental impact assessment and stakeholder consultation. Where they cannot be avoided through design and planning, Moderate Environmental Limitations can generally be addressed through implementation of management or mitigation measures during construction and/or operation phases.

Cumulative impacts As well as the individual limitations, there is the potential for two or more environmental constraints along a route option to contribute to cumulative environmental impacts during construction and/or operational phases. Examples include:

Impacts associated with protections area that have a high number of threatened species or may act as a wildlife corridor;

Impacts to urban communities associated with noise, air quality and visual amenity impacts and/or severance/access issues to communities or facilities; and

Construction issues in flood-prone areas and the upstream and downstream affect of altering flood-prone areas.

Where identified, cumulative impacts have been categorised either as major, significant or moderate environmental limitations.

Assessment of key issues The inland rail route (reference case and deviations) comprises a combination of existing rail that does not requiring upgrading; existing rail that requires either upgrading or dual gauging; and greenfield sections. Each of these possibilities was taken into account when examining the environmental impacts of various key issues relating to the project. A qualitative assessment of whether these issues represent ‘major’, ‘significant’ and ‘moderate’ environmental constraints or limitations for inland rail is presented in Table 4-1.

Table 4-1 Guidelines for environmental assessment of key issues

Key Issue Major Environmental Limitation

Significant Environmental Limitation

Moderate Environmental Limitation

Protection areas

Potential impact to World Heritage Areas, Register of the National Estate, national parks, natural and conservation reserves or state forests.

World Heritage Areas, Register of the National Estate, national parks, natural and conservation reserves or state forests within close proximity to the alignment.

n/a

Matters protected by the EPBC Act

Potential impact to World Heritage properties, National Heritage places, Ramsar wetlands.

World Heritage properties, National Heritage places, Ramsar wetlands within close proximity of the alignment.

Close proximity of threatened species

Some threatened species listings adjacent to or within corridor.

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Flora and fauna

New alignments: Direct impacts to clusters or

large numbers of threatened species indicated by listings, fauna habitat or vegetation communities. Often associated with a protection / conservation area.

New alignments: Nearby clusters or large

numbers of threatened species.

Severance or fragmentation of sensitive vegetation communities or wildlife corridors.

New and Existing alignments: Some threatened species

listings adjacent to or within corridor.

Close proximity of areas of sensitive vegetation communities or wildlife corridors.

Non-indigenous Heritage

Potential impacts to items of Commonwealth heritage.

New alignments Direct impacts to items

listed as state heritage. Items of Commonwealth

heritage in close proximity. Existing alignments

Railway heritage items present on track section to be upgraded (bridges, stations, etc).

New alignments Direct impacts to locally

listed heritage items Items of state heritage

significance in close proximity.

Indigenous Heritage

Direct impacts to cultural and spiritual places (not able to be assessed in Stage 2).

New alignments Direct impacts to identified

Aboriginal items and cultural heritage places.

Existing alignments to be upgraded

Direct impacts to identified Aboriginal items and cultural heritage places.

Impacts to places with potential for Aboriginal items and cultural heritage places, as identified through predictive modelling.

Water Potential impacts to drinking water catchments.

New alignments and existing alignments to be upgraded

Large number of waterway crossings, or crossings of major waterways.

Route traverses large areas of flood-prone land.

New alignments and existing alignments to be upgraded

Moderate number of waterway crossings, or alignment running alongside waterways.

Route traverses small areas or edges of flood-prone land.

Noise and vibration

Route travels through urban areas, or in close proximity of sensitive receiver where costs of mitigation extreme.

Route travels through rural areas with large number of residential dwellings or through urban areas / near sensitive receivers where noise disturbance expected.

Cost of noise mitigation high.

Route travels through rural areas with medium number of residential dwellings or through / near urban areas where noise disturbance possible.

Cost of noise mitigation moderate.

Soils and contamination

Direct impact to hazardous facility.

Direct or potential impact to registered contaminated sites or landfill sites.

Route traverses large areas of dryland salinity, black or dispersive soils (high cost to manage).

Route traverses some areas of dryland salinity, black or dispersive soils (moderate cost to manage).

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Social issues

Direct impacts to community facilities (e.g. showground, parks, reserves, etc).

Route passes within close proximity of community facility.

High potential for impacts to visual amenity.

Medium potential for impacts to visual amenity.

Identification of opportunities Where constraints have been identified for each of the reference case and deviations being assessed, there may be opportunities to avoid or minimise impacts to these constraints. Opportunities may include:

Realignment to avoid identified constraints;

Avoidance of realignment to maintain distance from, and thereby minimal impact to, identified constraints;

Design considerations, e.g. tunnels, bridges, culverts, embankments;

Provision of mitigation measures as appropriate, such as noise abatement;

Consideration of compensation (e.g. offsets or bio-banking) for vegetation clearance.

Specifically, where there is a choice between the reference case and a deviation, or between deviations, the option with the least number of constraints, would present a greater opportunity to minimise environmental impacts.

Where there is uncertainty about the presence and/or significance of a constraint and the level of potential impact, there may be opportunities to avoid any potential environmental impacts. However it may be necessary to gain further understanding of the potential impact on the identified environmental limitation(s) to further assist in the route optimisation process.

Where identified, opportunities have been listed for further consideration during planning and design to minimise or avoid impacts to any of the environmental limitations raised.

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5. Environmental assessment of the route 5.1 Overview of the route

The route that is being assessed and refined in Stage 2 of the study comprises a ‘reference case’ route, consisting primarily of existing track with some accepted deviations and removal of turn-outs, as well as a number of optional deviations where potential journey time savings can be made. Optional deviations have been proposed along the reference case in areas with journey time constraints, for example, tight curves, steep gradients and townships.

The Stage 2 route also contains a number of options for further examination, including some large deviations between Junee and Stockinbingal, Premer and Emerald Hill, North Star and Yelarbon, and in the vicinity of Toowoomba, as well as numerous town bypasses, local deviations and track upgrades to improve the existing alignment.

To conduct the Stage 2 analysis we have adopted a ‘reference case’ route, being the route with the minimal input required to operate the Melbourne to Brisbane inland rail effectively. The reference case route is defined as:

Use of existing Class 1 and Class 2 track where available;

Reconstruction of existing track that is Class 3 or lower to Class 1 standard (including structures);

Installation of triangles to eliminate reversals at Binnaway and Turilawa (Werris Creek);

Reconstruction of 16 bridges identified as having operational constraints, e.g. severe speed restrictions;

A mix of greenfield and brownfield (in existing rail corridor) construction north of North Star as there is no standard gauge railway from North Star to Kagaru.

The reference case route will be compared to the following alternative options as part of the analysis:

Upgrading Class 2 track to Class 1, including some, but not all, bridges;

Deviations and bypasses at various locations along the alignment.

The analysis of costs, journey times and environmental and land impacts of the three scenarios, or combinations thereof, listed above will be presented in Working Paper No. 12 (Stage 2 Economic and Financial Analysis).

The route is described in terms of route sections, each with a distinct identifier. Route sections start and finish at ‘nodes’. Figures 5-1, 5-2 and 5-3 provide schematic representations of the route sections between Melbourne to Parkes, Parkes to Moree and Moree to Brisbane respectively. Appendix A provides a series of figures showing the inland route, complete with route sections marked, and also showing large scale environmental constraints and topographic features along the alignment.

5.2 Assessment of route – Melbourne to Parkes

General description of route The reference case route from Melbourne to Parkes comprises existing ARTC tracks. The Melbourne to Cootamundra section uses the existing Melbourne-Sydney line. From Cootamundra the route uses the existing Cootamundra to Lake Cargelligo line as far as

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Stockinbingal, and then the Stockinbingal to Parkes line. No track upgrades are required along these sections of existing track.

The sections for the route options are shown in Figure 5-1, including the reference case route and optional deviations from the reference case.

A01

A02

A03a

A04

B01

B02a1

B03

B04

B05

B07

B08

B10

B11

B12

B15

B16

B18

B19

B01c

B14

B05a

B07a

B11a

B19a

B17

B03a

B09

Junee

Parkes

Albury

Maleeja

Stockinbingal

Melbourne

Mangalore

Bethungra Spiral

Cootamundra

Possible New Track

Existing Class 1

B02a2

B14aFrampton

Reference Case

Deviations

Illabo

Bauloora

Yeo Yeo

Figure 5-1 Melbourne to Parkes – Reference case and Deviations

Review of reference case route sections Melbourne to Wodonga

Description of route

The section starts from Melbourne Interstate Freight Terminal and travels via Mangalore to Wodonga and includes the individual route sections A01, A02, A03a and A04. The route between Melbourne and Wodonga uses existing track, with no upgrades necessary.

This section travels through the urban environs of Melbourne and passes through a number of smaller towns as it heads north, as well as the larger regional centres of Wangaratta and Albury-Wodonga.

Note that this section includes the Wodonga Rail Bypass which is currently under construction.

Environmental constraints

This section uses existing track, with no upgrade works required.

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The section between Melbourne to Wodonga is already used by freight from Melbourne to Sydney and Brisbane. No additional rail traffic is expected as a result of the inland route, apart from expected future growth in rail freight.

Heritage – Moderate limitation

There are several sites in the vicinity of the existing rail corridor that are listed on the Register of National Estate including Footscray Railway Station, the Mount Alexander-Murray Valley Railway (from Melbourne to Echuca) and the McKay Memorial Gardens Precinct. However, as this section uses existing track there is expected to be no additional impacts on the listed sites.

Flora and Fauna– Moderate limitation

This section passes through many areas containing threatened species, particularly in the urban area of Melbourne. However, as this section uses existing track there are unlikely to be any additional impacts on these species.

Cumulative Impacts – Moderate limitation

Increased environmental impacts, primarily relating to noise but potentially also vibration, air quality and visual amenity, can be expected due to increased freight operations through urban/residential areas of existing towns, e.g. Melbourne suburbs as well as Seymour and Wodonga, and passing rural homesteads in the vicinity of the section

Opportunities

The alignment between Melbourne and the Wodonga Deviation comprises of existing rail track, therefore additional environmental opportunities are expected to be minimal.

Wodonga to Parkes


This section starts at Wodonga Deviation North (A04) and ends at Parkes Deviation South (B19) and uses existing track. The alignment passes through the larger regional centres of Wagga Wagga, Junee, Cootamundra, Forbes and Parkes, as well as many smaller rural towns including Illabo, Bethungra, Stockinbingal, Bribbaree, Quandialla and Caragabal.

The alignment passes through predominantly agricultural landscapes, with some areas of woodland interspersed along the route, including south of The Rock and near Bethungra.

The route runs parallel to and west of the Great Dividing Range and varies between flat, undulating and hilly, with some mountainous areas at Bethungra and Frampton.

There are numerous existing crossing of major and minor roads and waterways.


This section uses existing track, with no upgrade works required and minimal environmental impacts expected.

The section between Wodonga and Cootamundra is already used by freight from Melbourne to Sydney and Brisbane. No additional rail traffic is expected as a result of the inland route, apart from expected future growth in rail freight. North of Cootamundra the inland route may result in increased environmental impacts, primarily relating to noise but potentially also entailing vibration, air quality and visual amenity impacts, due to increased freight operations

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through towns and rural landscapes. However it is noted that this line is currently in use for freight travelling between Sydney, Adelaide and Perth.

Heritage (Historic) – Significant limitation

The Bethungra Spiral and a number of items in Junee, including the Junee Railway Station, Civic Centre (and associated buildings) and Railway Workshops, are listed in the register of National Estate.

In addition, the Junee Civic Centre, a Heritage Conservation Area including the Junee Post Office and Junee Railway Group, as well as the Cootamundra Railway Station and Yard Group and the Cootamundra West Railway Station Group are listed on the state heritage register, while the Junee Railway Group, Cootamundra Railway Station and Yard Group and the Cootamundra West Railway Station Group are listed on the State Rail Authorities s.170 register. The Junee Town Group (Conservation Area), Junee Railway Workshops, Cootamundra Railway and Civic Centre are listed in their relevant LEPs. There is also potential for rural homesteads, associated structures and other buildings and facilities to have heritage significance.

As there will be no upgrade works on the railway, no impacts are expected to these items.

Flora and Fauna – Moderate limitation

Vulnerable species have been recorded at various locations in the vicinity of the alignment between Junee and Parkes.

No vegetation clearing would be required for the reference case route.

Protected Areas – Moderate limitation

The existing alignment passes through a State Forest areas just south of Caragabal and in close proximity at Eurabba. There are number of other protection areas located in the vicinity of the alignment, including the Yeo Yeo State Forest, approximately 600 m east of the rail corridor near Bethungra, the Ramsar Listed wetland of Doodle Corner Swamp near the village of Henty and The Rock Nature Reserve, located within 1 km of the alignment near The Rock. As the reference case does not involve any construction or upgrade works, these protection areas would not be impacted.


The communities of Stockinbingal, Bribbaree, Caragabal, Forbes and Parkes may experience increased noise levels and air pollution during operation.

Heritage (Aboriginal) – Moderate limitation

An Aboriginal heritage item was identified within 20 m of the alignment at Yeo Yeo Deviation South (B11).

Opportunities

The alignment between Wodonga and Parkes comprises of existing rail track, therefore additional environmental opportunities are expected to be minimal.

There is an opportunity to minimise noise impacts to communities along the route by considering town bypasses.

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Review of deviation route sections Junee to Stockinbingal (B01c & B14)


This deviation would replace the reference case between Junee and Stockinbingal (B01, B02a1, B02a2, B03, B04, B05, B06, B08, B11, B12) and would provide a direct route from Junee on the Main South line to Stockinbingal, bypassing the towns of Bethungra and Cootamundra, as well as the low speed curves and steep grades at the Bethungra Spiral and Frampton.

The route deviates from the Main South Line north of Junee and heads north-north-east for approximately 50 km before joining the existing line west of Stockinbingal. The route traverses predominantly open agricultural land and crosses the Olympic Highway and Burley Griffin Way and numerous waterways. The route avoids the Combaning State Forest (south west of Stockinbingal) and nearby wooded areas associated with the Gundibindyal Range.


Heritage – Significant limitation

A number of buildings in Junee are listed in the register of National Estate, including the Junee Railway Station, Civic Centre (and associated buildings) and Railway Workshops. All these buildings are directly adjacent to the rail corridor.

In addition, there are a number of other heritage items in Junee, including the Junee Civic Centre Heritage Conservation Area, Junee Post Office, listed on the state heritage register, State Rail Authorities s.170 register and/or the Junee LEP heritage register.

Depending on where the deviation route commenced within the town of Junee and the extent of works outside the railway corridor, there may be potential impacts to some of the items listed above.

There is also potential for rural homesteads, associated structures and other buildings and facilities to have heritage significance.

Flora and Fauna– Significant limitation

The alignment option traverses an area of Western slopes grassy woodlands at the northern end, with potential White Box Yellow Box Blakely’s Red Gum Woodland EEC which may be affected by vegetation clearing.

Potential threatened species habitat may be impacted, including for the Superb parrot (Polytelis swainsonii) and Black-chinned honeyeater (eastern subspecies), (Melithreptus gularis gularis). There is high concentration of threatened species records linked to the potential EEC listed above.

Water – Moderate limitation

The alignment option includes one major river crossing and approximately 25 minor creek crossings. Bridgeworks and works near these waterways would have potential erosion and sedimentation impacts.

Soils and contamination– Moderate limitation

Areas of dryland salinity are located around Junee Station. Alluvium soils at northern end may increase the risk of erosion and sedimentation during construction.

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Noise– Moderate limitation

The alignment passes through the environs of Junee and through rural areas. Train noise may result in impacts to dwellings.

Opportunities

Avoid clearing of vegetation with potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC. Further assessment, including ground surveys, should be undertaken to determine the presence and extent of this community and potential threatened species habitat in the vicinity of the proposed route.

Avoid impacts to heritage items through consideration of heritage items during design and environmental assessment. Commence deviation as far away from listed heritage items as possible.

Route optimisation should consider minimising impacts to waterways and road crossings.

Maximise distance to rural residences or consider mitigation if noise assessment indicates potential impacts.

Operational benefits as a result of reduced noise and fuel consumption by avoiding the Bethungra Spiral.

Illabo to Stockinbingal (B14a) This deviation would replace the reference case between Junee and Stockinbingal (B02a2, B03, B04, B05, B06, B08, B11, B12, B15) and would provide a direct route from Junee to Stockinbingal, bypassing the towns of Bethungra and Cootamundra.

The route deviates from the Main South line east of Illabo and heads north and north-east over flat to undulating to hilly terrain for approximately 36 km before joining the existing line west of Stockinbingal. The route traverses predominantly open agricultural land and crosses the Olympic Highway and Burley Griffin Way and numerous waterways.



Potential for small scale vegetation clearance of patches of Western slopes grassy woodlands which may be linked with White Box Yellow Box Blakely’s Red Gum Woodland EEC at the northern end of the route (11 km south of Stockinbingal). There is a large area of intact woodland vegetation to the west of the route which is not likely to be impacted.

Vegetation at the southern end of the route is Floodplain Transition Woodlands (non- EEC), which is unlikely to be impacted.

Potential threatened species habitat in the vicinity of the route may be impacted, including potential habitat for the Superb parrot (Polytelis swainsonii), Brown treecreeper (Climacteris picumnus victoriae) and Grey-crowned babbler (Pomatostomus temporalis temporalis).


The alignment option includes numerous creek crossings. Bridge works and works near these waterways would have potential erosion and sedimentation impacts.

Soils – Moderate limitation

Alluvium soils at northern and southern ends may increase the risk of erosion and sedimentation during construction.

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Noise – Moderate limitation

The alignment passes through rural areas. Train noise may result in impacts to dwellings.

Opportunities

Avoid clearing of potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC. Further assessment should be undertaken to determine the presence and extent of this community and potential threatened species habitat in the vicinity of the proposed route.




Bethungra deviation (B03a)


This deviation starts at Bethungra and would replace existing track on the Main South line (B03) including the Bethungra Spiral. The route passes through hilly to mountainous rural land use (grazing) and wooded lands and would likely require some clearing of vegetation along the 8 km of new track. The area is typified by steep slopes with an elevation drop of almost 100m between the northern and southern ends of the deviation.



The Bethungra Spiral is listed on the Register of the National Estate. Whilst the deviation would replace this piece of rail infrastructure, there is a potential for impacts to the existing rail alignment during construction.


The vegetation is predominantly Western Slopes Dry Sclerophyll Forest which would require some clearing. However considerably large stands of this community exist to the east and west of the route. Ulandra Nature Reserve is located to the east.

Potential habitat for threatened species including for the Superb parrot (Polytelis swainsonii), Hooded robin (Melanodryas cucullata cucullata) and Sandhill spider orchid (Caladenia arenaria) may be impacted.


There are a number of small waterways that would require bridges as part of the new route or could be impacted during construction works. Because slopes are steep in this area, there is a potential for erosion and sedimentation of these waterways during construction.

Construction impacts – Moderate limitation

Tunnelling works would include impacts to groundwater, erosion and sedimentation and impacts associated with storage and transport of tunnel spoil.

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Opportunities

Any works in this area should be undertaken with consideration of the existing rail infrastructure, in particular the heritage listed Bethungra Spiral on the existing Main South Line.

Consider all impacts associated with bridge and tunnelling works in detailed environmental assessment.


Frampton deviation (B05a)


This deviation would replace low speed curves at Frampton (B05) on the Main South line. The new deviation would consist of approximately 5 km of new track through mainly pastoral land but may require some vegetation clearing. The deviation climbs a steep hill, with Cunjegong Creek at the base of the climb.


Flora and Fauna – Significant limitation

The route may bisect a small stand of Western slopes grassy woodlands, with potential White Box Yellow Box Blakely’s Red Gum Woodland EEC. A larger stand of this potential EEC community potentially exists to the east of this deviation. Therefore, any clearance to vegetation in this area may result in an increased level of fragmentation in this region.

Potential habitat for threatened species for the Superb parrot (Polytelis swainsonii) may be impacted.


The deviation is proposed to cross Cunjegong Creek and other small waterways, with potential sediment and erosion impacts during construction of bridges and track adjacent to waterways.

Opportunities

Avoid clearing of potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC. Further assessment should be undertaken to determine the presence and extent of this community and potential threatened species habitat in the vicinity of the proposed route.

Frampton to Cootamundra deviation (B07a)


This deviation would replace existing track on the southern approach to Cootamundra. This 5 km section passes mainly through open rural land, with a small section of vegetation as the route rejoins the existing track at Cootamundra deviation (south). The route would require a new crossing of the Olympic Highway.

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The route bisects a large stand of Western slopes grassy woodlands, with potential White Box Yellow Box Blakely’s Red Gum Woodland EEC. Fragmentation of this community may result from any clearing of this stand.

Potential habitat for threatened species including for the Turquoise parrot (Neophema pulchella) may be impacted.


The deviation is proposed to cross small waterways, therefore bridges/crossings would be required to be constructed. There are likely to be environmental impacts associated with the construction of the bridge/crossing.


Areas of dryland salinity are located at the northern end of the deviation.

Opportunities

Realign deviation to avoid any clearing or fragmentation of potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC following further assessment to determine the presence and extent of this community and potential threatened species habitat in the vicinity of the route.

Cootamundra bypass (B09)


This deviation is a 9 km new greenfield route, bypassing the town of Cootamundra (replaces B07 and B08). The route deviates from the existing track to the south-west of Cootamundra and runs alongside a country road for approximately 2.5 km before rejoining the existing track to the north-west of Cootamundra. The route generally passes through open rural lands over flat to hilly terrain and would require two tunnels with a total approximate length of 1.5 km.



The route passes near, and possibly through, a stand of Western slopes grassy woodlands and potential White Box Yellow Box Blakely’s Red Gum Woodland EEC.


The deviation is proposed to cross small waterways, with likely environmental impacts associated with the construction of bridges.


Areas of dryland salinity are located at the north of the deviation. Alluvium soils may increase the risk of erosion and sedimentation during construction.


The proposed deviation passes within 250 m of an identified Aboriginal heritage site. It is unlikely that the proposed deviation would have an impact on this item.

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Construction impacts – Significant limitation

Tunnelling works would include impacts to groundwater, erosion and sedimentation and impacts associated with storage and transport of tunnel spoil.

Opportunities

Route optimisation should consider minimising clearing of vegetation to avoid any impacts to potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC.

This deviation would minimise impacts to the community of Cootamundra, with a reduction in noise and air quality impacts associated with rail traffic passing through the town.

Consider all impacts associated with tunnelling works in detailed environmental assessment.

Yeo Yeo deviation (B11a)


This is a small (3 km) deviation proposed to remove low speed curves at Yeo Yeo (B11). The route passes through open rural land over undulating terrain and crosses one creek.


Flora and Fauna- Moderate limitation

The route may bisect small patches of Western slopes grassy woodlands, with potential White Box Yellow Box Blakely’s Red Gum Woodland EEC. Clearing may result in fragmentation from a large stand of this potential community 2 km to the east of the route.

Potential habitat for threatened species including for the Superb parrot. (Polytelis swainsonii) may be impacted.


The deviation is proposed to cross a small waterway, with potential environmental impacts associated with the construction of a bridge/crossing.


Alluvium soils may increase the risk of erosion and sedimentation during construction.

Opportunities

Avoid clearing or fragmentation of potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC. Further assessment should be undertaken to determine the presence and extent of this community and potential threatened species habitat in the vicinity of the route.

Stockinbingal bypass (B17)


This deviation is a 13 km greenfield route between Yeo Yeo and Maleeja, bypassing the town of Stockinbingal (replaces B11, B12, B15 and B16). The route leaves the existing track south of the Stockinbingal-Wallendbeen Road and heads north-west to Maleeja over flat

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terrain and passing through predominantly open rural land. Some vegetation clearing may be required as the route appears to cross roads and / or rivers with remnant vegetation.



The route bisects linear tracts of potential Western slopes grassy woodlands, with potential associated White Box Yellow Box Blakely’s Red Gum Woodland EEC, at the southern end of the route.

The majority of vegetation along the route is Floodplain Transition Woodlands (non-EEC). Clearing of patches of this community may lead to fragmentation of this vegetation community with the potential EEC listed above.

Potential habitat for threatened species including for the Superb parrot (Polytelis swainsonii) may be impacted.


The deviation is proposed to cross small waterways, therefore bridges/crossings would be required to be constructed. There are likely to be environmental impacts associated with the construction of the bridge/crossing.



Opportunities

This deviation would minimise impacts to the community of Stockinbingal, with a reduction in noise and air quality impacts associated with rail traffic passing through the town.

Avoid clearing or fragmentation of potential stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC and the non-EEC Floodplain Transition Woodlands.



Parkes bypass (B19a)


The Parkes deviation bypasses the Parkes town centre, which is located on the Orange to Broken Hill Line. The new deviation would consist of approximately 5 km of new track leaving the existing track south of the Newell Highway and bypassing Parkes to the west and rejoin the existing track at Goobang Junction. The route would pass through open rural lands, close to Parkes golf course.


Flora and Fauna– Moderate limitation

There is limited amount of woodland vegetation impacted by the route. Potential habitat for threatened species including the Superb parrot (Polytelis swainsonii) may be impacted.

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A new crossing of the Newell Highway is likely to be required, with potential environmental impacts associated with the construction of the bridge/crossing.




An Aboriginal heritage item was identified within 280 m of the alignment. However there is not likely to be any impact on the item.

Social Amenity – Moderate limitation

The route passes in close proximity (less than 200 m) of the Parkes Golf Course.

Opportunities

This deviation would minimise impacts to the community of Parkes, with a reduction in noise and air quality impacts associated with rail traffic passing through the town.

Consider impacts to the golf course during environmental assessment phase, including consultation with the community and golf club.

Summary of environmental issues – Melbourne to Parkes Table 5-1 Summary of issues and opportunities – Melbourne to Parkes

Section Key Issues Opportunities Comment on Deviation

Reference case

Melbourne to Wodonga (A01, A02, A03a, A04),

No significant issues. n/a n/a

Wodonga to Parkes (B01, B02a1, B02a2, B03, B04, B05, B07, B08, B10, B11, B12, B15, B16, B18, B19)

Bethungra Spiral listed on Register of National Estate.

The reference case passes through numerous towns and residential areas, including Wagga Wagga, Junee, Illabo, Bethungra, Cootamundra, Stockinbingal, Bribbaree, Quandialla, Caragabal, Forbes and Parkes.

Any works near Bethungra Spiral must consider heritage impacts.

Consider deviations that avoid towns and residential areas.

n/a

Deviations

Junee to Stockinbingal (B01c and B14)

Potential impacts to heritage items in Junee (e.g. Railway Workshops), depending on where the deviation commences.

Vegetation clearing may result in loss of EEC and threatened species habitat, particularly at northern end of deviation.

Reduced noise and air quality impacts in Bethungra and Cootamundra.

Commence deviation as far away from listed heritage items as possible.

Minimise vegetation clearing by undertaking further ecological assessment and optimising route accordingly.

Consider noise impacts to rural dwellings during route

Consider deviation after route optimisation to consider key issues listed.

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Section Key Issues Opportunities Comment on Deviation

optimisation.

Illabo to Stockinbingal (B14a)

Vegetation clearing may result in loss of EEC and threatened species habitat, particularly at northern end of deviation.

Reduced noise and air quality impacts in Bethungra and Cootamundra.


Consider noise impacts to rural dwellings during route optimisation.

Consider deviation after route optimisation to consider key issues listed.

Bethungra deviation (B03a)

Bethungra Spiral listed on Register of National Estate.

Construction impacts associated with tunnelling.

Any works near Bethungra Spiral must consider heritage impacts.

Reference case preferred.

Frampton deviation (B05a)

Vegetation clearing may result in loss of EEC and threatened species habitat.



Frampton to Cootamundra deviation (B07a)

Route passes through large stand of vegetation - clearing may result in loss and fragmentation of EEC and threatened species habitat.

Realign route to avoid clearing/severance of large stand of vegetation. Undertake further ecological assessment.

Consider deviation of Cootamundra (B09) – additional benefit of avoiding social (noise, air) impacts in Cootamundra.

Potential impacts outweigh benefits – consider reference case or alternative deviation(s).

Cootamundra bypass (B09)

Vegetation clearing may result in loss of EEC and threatened species habitat.



Reduced noise and air quality impacts in Cootamundra.

Consider deviation.

Yeo Yeo deviation (B11a)

No key issues. No opportunities identified Consider deviation.

Stockinbingal bypass (B17)

Route bisects linear tracts of vegetation including potential EEC. Potential for fragmentation of wildlife corridors.

Minimise vegetation clearing / impacts to wildlife corridors by undertaking further ecological assessment and optimising route accordingly.

Reduced noise and air quality impacts in Stockinbingal.


Consider deviation.

Parkes bypass (B19a)

No key issues. Reduced noise and air quality impacts in Parkes.

Consider deviation.

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Key issues The route between Melbourne and Parkes uses existing track south of Junee that is currently used for interstate rail freight transport and as such no impacts are expected south of Junee as a result of the inland rail route.

Key issues along the sections that comprise the remainder of the route, between Junee and Parkes, include potential clearing and fragmentation of vegetation that may contain stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC, as well as habitat for numerous identified threatened species in the area.

There are also some heritage items in the towns of Junee (e.g. the Railway Workshops) and Cootamundra, as well as the Bethungra Spiral, that are listed on the Register of the National Estate as well as state and local heritage registers.

Increased rail freight traffic through towns as a result of the inland route may result in increased noise impacts and other impacts to social amenity.

Benefits resulting from the construction and operation of the inland route between Melbourne and Parkes would include socio-economic benefits to towns as a result of construction and upgrading works, as well as project wide benefits associated with a reduction of rail traffic on the coastal route and through the greater Sydney area.

Discussion on deviations The two long greenfield deviations between Junee and Stockinbingal (B01c and B14) and Illabo and Stockinbingal (B14a) have some constraints relating to the potential presence of White Box Yellow Box Blakely’s Red Gum Woodland EEC. However there is an opportunity to minimise any impacts through refinement of the route.

The bypasses of Cootamundra (C09), Stockinbingal (B17) and Parkes (B19a) should be considered to reduce noise and air quality impacts in these towns.

The small deviations at Bethungra and Frampton would have considerably more environmental impact during construction (vegetation clearing, soil and water management issues) than using existing track (i.e. the reference case) through this area.

The Frampton to Cootamundra deviation (B07a) appears to have the most significant constraints and issues in comparison to the relatively minor journey time gain and this deviation still takes rail traffic through Cootamundra.

5.3 Assessment of route – Parkes to Moree

General description of route The reference case route from Parkes to Moree predominantly comprises existing ARTC tracks, with the only greenfield sections being at Merrygoen and Werris Creek to remove the existing reversals.

Parkes to Dubbo uses the existing Stockinbingal to Parkes Line and Main West line. The Dubbo to Binnaway section uses the existing Dubbo to Coonamble line, the Troy Junction to Merrygoen line and Wallerwang to Gwabegar line, with a new greenfield section to remove the reversal at Binnaway. The Binnaway to Moree section uses the existing Binnaway to Werris Creek line and part of the Werris Creek to Mungindi line, with a new greenfield section to remove the reversal at Werris Creek.

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The reference case option does not involve any upgrades to existing track. However upgrades of existing Class 2 track to Class 1 track is being considered for journey time savings and therefore has been assessed where relevant in the following sections.


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Figure 5-2 Parkes to Moree – Reference case and Deviations

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Review of reference case route sections Parkes to Dubbo


The Section starts at the northern edge of Parkes (B20) and finishes at Dubbo West (C02), and uses existing Class 2 track. This section passes through the towns of Peak Hill and Narromine.

The existing rail alignment runs through open relatively flat countryside between Parkes and Narromine with the land use being predominantly agricultural. There are indications that the local area may be subject to flooding during heavy rain.

From Narromine, the route climbs approximately 100 m to Dubbo, through flat to rolling terrain. There are some thick wooded areas associated with surrounding hilltops between Narromine and Dubbo.

There are numerous existing crossings of major and minor roads and waterways.

There is a possibility that the Class 2 track will be upgraded to Class 1 for the entire length, or parts of, this section, including bridges and other structures.


No major environmental constraints are evident for this option. This option will use existing track. There is a possibility that track upgrading may occur along this section.

The alignment passes through open country side used for arable farming for much of its length. There are groups of culverts indicating seasonal water courses.

Increased environmental impacts, primarily relating to noise but potentially also entailing vibration, air quality and visual amenity impacts, can be expected due to increased freight operations through the centre of Narromine and within rural homesteads in the vicinity of the alignment.

Heritage - Significant limitation

The Narromine Civic Centre, the Parkes Civic Centre and the Parkes Station Group and Footbridge are listed on the Register of National Estate. The Narromine Civic Centre and the Parkes Civic Centre are also both listed in their relevant LEPs. The Narromine Station Group and footbridge and the Parkes Station Group and Footbridge are listed on the State Rail Authorities s.170 register. Any works to upgrade the track may impact these heritage items.

Flora and fauna - Moderate limitation

This section passes through areas where Threatened species have been recorded. Threatened species have been identified within 30 m of the alignment along the Parkes Deviation South (B20) node. Any upgrade works may result in biodiversity impacts.

Water - Moderate limitation

There are numerous waterway crossings along this section and the route passes through large areas characterised by alluvial soils. Any upgrade works may result in water quality impacts during construction.

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Cumulative Impacts - Moderate limitation

The alignment passes through built up areas in town centres, the communities of the towns along the alignment may experience increased noise levels and air pollution during operation as a result of increased rail traffic.

Opportunities

The alignment between Parkes and Dubbo comprises of existing rail track, therefore additional environmental impacts or constraints are expected to be minimal unless the track is to be upgraded. If upgrade works are necessary, any potential environmental impacts should be considered prior to construction and mitigated where possible.

There is an opportunity to minimise noise impacts in Narromine by bypassing the town centre.

Dubbo to Binnaway The reference case route between Dubbo and Binnaway starts west of Dubbo (C02) and travels through Dubbo and then heads in a generally north east direction to Binnaway along existing Class 2 tracks. The alignment passes the following towns and places; Barbigal, Muronbung, Boomley, Merrygoen, Toogarlan, Piambra and Binnaway. The route comprises existing ARTC Class 2 tracks.

The alignment passes through undulating to hilly terrain and includes some tight curves as a result of the hilly terrain. The alignment crosses numerous watercourses and traverses 26 km of designated floodplain along the Castlereagh River between Mendooran and Binnaway.

The landscape that the route passes through varies between open agricultural countryside and densely wooded areas, including around Muronbong and between Boomley and Mendooran.

There are numerous existing crossings of major and minor roads and waterways. The reference case route includes upgrading the following seven existing bridges:

Macquarie River Bridge, Dubbo (section C02)

Beni Beni Creek Bridge (C03a1)

Baragonumble Creek Bridge, Muronbung (C03a4)

Elong Elong Bridge (C03a5)

Boomley Creek Bridge (C03a6)

Butheroo Creek Bridge, Neilrex (C03a11)

Piambra Bridge (C03a12)

There is a possibility that the Class 2 track will be upgraded to Class 1 for the entire length, or parts of, this section, including bridges and other structures.


No major environmental constraints are evident for this option. This option will use existing track, some of which may require upgrading (e.g. bridges).

Increased environmental impacts, primarily relating to noise but potentially also entailing vibration, air quality and visual amenity impacts, can be expected due to increased freight operations through the centre of Dubbo and within rural homesteads in the vicinity of the

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alignment. Noise and air quality impacts in Dubbo and the surrounding urban area of which the alignment passes through are likely to require mitigation.

Consideration of heritage impacts should be given to any bridges or built railway infrastructure (e.g. stations) that may need upgrading or replacement.

Protection areas - Significant limitation

The alignment near Boomley (C03a6) passes within 20 m of the Goonoo State Forest, which is also listed on the Register of National Estate. If the track is to be upgraded through this section, consideration of construction and access impacts would need to be considered.


The Dubbo Railway Station Group is listed on the State Rail Authorities s.170 Register and the State Heritage Register. The alignment at Dubbo West (C02) passes over the Macquarie River Rail Bridge which is listed on the Register of National Estate and the SRA s.170 Register and will be upgraded as part of the reference case. The Dubbo Civic Centre, which is centred on the railway, is listed in Dubbo’s LEP.

Any upgrade works to the Macquarie River Bridge would require an assessment of heritage significance and consultation with relevant stakeholders prior to consultation. Other heritage items would need to be considered in any upgrade works also.

Cumulative Impacts - Significant limitation

Significant noise impacts in the urban area of Dubbo, which may also include associated vibration, air quality and visual amenity impacts. The alignment also passes through the small rural settlements of Barbigal, Ballimore, Muronbung, Elong Elong, Boomley, Merrygoen, Neilrex, Mooren and Binnaway, which are expected to receive increased noise levels and air pollution during operation.

Aboriginal Heritage - Moderate limitation

The alignment passes in close proximity to numerous identified Aboriginal heritage sites. Clusters of Aboriginal heritage sites were recorded close to Barbigal and Muronbung with sites near Barbigal located within 10 m of the alignment. Any works outside of the existing alignment in the vicinity of these sites could affect these sites.


The alignment passes through dense wooded areas and areas where threatened species habitat may occur in close proximity to the alignment, including near Barbigal, Muronbung, Boomley, Merrygoen and Toogarlan. Any upgrading works outside the existing alignment have the potential to affect threatened species in these areas.

Water – Significant limitation

The alignment traverses 26 km of designated floodplain along the Castlereagh River between Mendooran and Binnaway.

A number of existing bridges are proposed to be upgraded as part of the reference case (see above), with potential water quality and erosion and sedimentation impacts during construction. In addition, there is a potential for other rail bridge upgrades over numerous waterways if the track is to be upgraded, with potential impacts during construction.

Note: the abovementioned environmental constraints are all located near existing portions of track. The impacts of these constraints would depend on the level of upgrade and expansion required for the existing track.

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Opportunities

The alignment between Dubbo and the Binnaway Deviation comprises of existing rail track, therefore, additional environmental impacts or constraints are expected to be minimal. The most significant opportunity would be using the proposed deviations to avoid urban areas, thus reducing the noise, air and visual impacts.

If the track is to be upgraded, further assessment of potential impacts to the limitations discussed above would need to be undertaken to ensure consideration of issues in design and construction planning and mitigation of impacts where identified.

Any upgraded railway should consider the effects on flooding and the potential impact of flooding on the railway during the design and construction phases.

Binnaway to Emerald Hill


The reference case route between Binnaway and Emerald Hill commences west of Binnaway and travels generally east to Werris Creek and then north-west to Emerald Hill and passes the towns of Premer, Spring Ridge, Caroona, Breeza, Curlewis and Gunnedah. The alignment uses existing Class 2 track between Binnaway and Werris Creek and existing Class 1 track to Emerald Hill, with new greenfield sections to remove reversal at Binnaway and Werris Creek.

The route passes through open, generally flat to undulating countryside, skirting around hills and topographical constraints.

The alignment passes through predominantly agricultural land with patches of vegetation nearby at Oakey Creek, and large wooded areas between Bomera and Premer, and associated with hills and mountainous areas between Premer and Spring Ridge.

The route crosses six major bridges and large expanses of designated floodplain. The reference case route includes upgrading the following three existing bridges:

Weetaliba Bridge (C04a6)

Premer Bridge and Cox's Creek Bridge, Premer (C05a1)

There is a possibility that the Class 2 track between Binnaway and Werris Creek will be upgraded to Class 1 including bridges and other structures.


Increased environmental impacts, primarily relating to noise but potentially also entailing air quality and visual amenity impacts, can be expected due to increased freight operations through towns and near rural homesteads in the vicinity of the alignment.

The section also passes through the outer extents of heavily wooded areas between Bomera and Premer and between Premer and Spring Ridge with a number of farm/forestry crossings evident.

The alignment passes through large areas of floodplain at Binnaway and between Premer and Werris Creek, and Werris Creek and Emerald Hill.


The Gunnedah Railway Station Group is listed on the State Heritage Register and the Gunnedah Railway Station Group and the Premer Railway Station Group are both listed on

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the SRA s.170 register and the Gunnedah Railway Station Group and the Gunnedah Courthouse (within the civic centre) are listed in Gunnedah’s LEP. Any upgrade or through Premer may impact the Premer Railway Station Group.

The alignment passes within 3 m of an identified Aboriginal heritage site near Oakey Creek (C04a7).


The alignment traverses extensive areas of designated floodway, including at Binnaway and large sections between Premer and Emerald Hill.

A number of existing bridges are proposed to be upgraded as part of the reference case (see above), with potential water quality and erosion and sedimentation impacts during construction. There is also potential for other rail bridge upgrades over numerous waterways if the track is to be upgraded, with potential impacts during construction.


The new track at Binnaway (C04b1) passes through grassy woodlands, which have the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. The new track at Werris Creek (C60) passes through grasslands, which have the potential to contain the Native Vegetation on Cracking Clay Soils of the Liverpool Plain EEC.

There is potential that during construction some of the vegetation in these areas may be cleared, with potential loss of vegetation and threatened species habitat associated with these EECs resulting possible fragmentation and loss of wildlife corridor.

Any upgrade works along the alignment has the potential to affect adjacent vegetation and fauna habitat.

Cumulative Impacts - Significant limitation

There are likely to be increased noise impacts on any small rural settlements or rural homesteads within the vicinity of the rail lines. The route passes through the following towns and rural settlements: Premer, Yannergee, Tamarang, Spring Ridge, Caroona, Nardu, Bakina, Burilda, Breeza, Curlewis, Gunnedah and Emerald Hill. These impacts are also likely to include associated vibration, air quality and visual amenity impacts.

Note: the abovementioned environmental constraints are primarily located near existing portions of track. The impacts on and from these constraints would depend on the level of upgrade and expansion required for the existing track.

Opportunities

The route between Binnaway and Emerald Hill comprises mainly existing rail track, with the exception of the new track at Binnaway and Werris Creek to remove reversals and three bridge upgrades (Weetaliba and Premer), therefore additional environmental impacts are expected to be minimal unless large-scale upgrade works are required.

The largest opportunity would arise through constructing the deviation routes (see Section 4.3.3) to bypass towns and reduce noise, air and visual impacts.

Further opportunities would be associated with optimising the new alignments at Binnaway (C04b1) and Werris Creek (C60) to limit impacts on potential EEC and threatened species habitat and potential fragmentation of wildlife corridors.

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If the track is to be upgraded, further assessment would need to be undertaken to ensure consideration of the issues discussed above during design and construction planning.


Emerald Hill to Moree


The reference case route between Emerald Hill and Moree consists of Class 1 track to Narrabri and Class 2 track on to Moree. The alignment passes through the towns of Boggabri, Baan Baa, Narrabri and Moree.

The terrain along the alignment is generally flat countryside to Boggabri, and then climbs and then falls through hilly terrain to Baan Baa and then through flat open countryside to Narrabri and Moree.

The alignment passes through open agricultural land for most of the route, with the exception of some vegetation north of Boggabri and north and south of Narrabri (Jacks Creek State Forest).

The reference case route crosses approximately 13 bridges and some areas of designated floodplain at Baan Baa, Narrabri and Moree. The reference case route includes upgrading the Namoi River Bridge and Narrabri Bridge, both in Narrabri (C10).

There is a possibility that the Class 2 track between Narrabri and Moree will be upgraded to Class 1 including bridges and other structures.


Increased environmental impacts, primarily relating to noise but potentially also entailing vibration, air quality and visual amenity impacts, can be expected due to increased freight operations through the centre of settlements and within rural homesteads in the vicinity of the alignment.


Buildings along Frome and Gosport Streets in Moree are included on the Register of National Estate and both the Moree Station Group and the Narrabri Station Group are listed on the State Heritage Register. Any upgrade works outside the existing alignment required in the Moree and/or Narrabri town centres would impact these heritage listed groups.

The Victoria Hotel (Moree) and 339 Gosport Street (Moree) are both listed in the Moree Plains LEP. The Moree Station Group and the Narrabri Station Group are also listed on the State Rail Authorities s.170 register.

Cumulative impacts - Significant limitation

There are likely to be significant noise impacts on any small rural settlements within the vicinity of the rail lines. The route passes through the following towns and rural settlements: Boggabri, Baan Baa, Turrawah, Narrabri, Edgeroi, Woolenget, Bellata and Gurley. These impacts are also likely to include associated vibration, air quality and visual amenity impacts. Significant noise impacts are likely to occur within Narrabri.

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Threatened species have been identified have along this reference case route. The closest identified location is approximately 40 m from the alignment.


The route crosses numerous waterways, depending on whether rail bridge upgrades are required, there may be associated impacts on these waterways. Where new track is to be constructed it is likely that new river crossings will be required.

The alignment crosses areas of floodplain at Baan Baa, Narrabri and Moree.


The alignment crosses large areas of Gilgai soils between Narrrabri and Moree, which may have impacts during construction (if upgrade works required) and operation of the railway.

Note: the above mentioned environmental constraints are all located near existing portions of track. The impacts on and from these constraints would depend on the level of upgrade and expansion required for the existing track.

Opportunities

There route between Emerald Hill and Moree comprises of existing rail track, with the exception of bridge upgrades in Narrabri, therefore additional environmental impacts are expected to be minimal unless large-scale upgrade works are required between Narrabri and Moree.

The largest opportunity would arise through constructing the deviation routes at Narrabri and Moree to reduce noise, air and visual impacts on towns such as Narrabri.

If the track is to be upgraded, further assessment of potential impacts to the limitations discussed above would need to be undertaken to ensure consideration of issues in design and construction planning and mitigation of impacts where identified.


Review of deviation route sections Narromine bypass (C70)


This deviation bypasses Narromine to the south (replaces reference case route sections B20a2 and C01a1). This route is a new greenfield section and will require a new track to be built through rural holdings. The new alignment passes through flat countryside and crosses Backwater Creek and Wallaby Creek.


A summary of the environmental constraints is provided based on updated geo-spatial data.


The new alignment would require crossings of Backwater Creek and Wallaby Creek and other minor drainage channels.

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Potential loss of threatened species habitat including for Bluegrass (Dichanthium setosum), the Australian bustard (Ardeotis australis) and the Magpie goose (Anseranas semipalmata).



Opportunities

These options would result in significant benefits within the town of Narromine by reducing train noise, air quality and visual impacts.

Dubbo bypass (C57)


This deviation bypasses Dubbo to the north (replaces reference case route section C02). This route is a new greenfield section and will require a new track to be built through rural residential areas.




The deviation passes in close proximity to several identified Aboriginal sites, including one located within 30 m of the alignment near the intersection with the Newell Highway.

Flora and fauna - Significant limitation

The EEC White Box Yellow Box Blakeley’s Red Gum Woodland has the potential to exist as minute patches at the western end of the proposed deviation. The remainder of the vegetation to the east of the deviation potentially comprises Floodplain Transition Woodland.

There is potential habitat for threatened species including the Powerful owl (Ninox strenua), Regent honeyeater (Xanthomyza phrygia) and Leafless indigo (Indigofera efoliata).


This deviation would cross the Macquarie River, requiring a new bridge and associated infrastructure, with associated impacts on the Macquarie River.

Cumulative impacts - Moderate limitation

The deviation is proposed to cross the Newell Highway north of Dubbo. There are expected to be a range of environmental impacts such as dust, pollution, noise and visual impacts during the construction and operation of a bridge/level crossing.

There are likely to be significant noise impacts in the urban area of Dubbo and surrounding rural residential areas which may also include associated vibration, air quality and visual amenity impacts.

Opportunities

This deviation would result in significant benefits within the town of Dubbo by reducing train noise, air quality and visual impacts. Other opportunities include:

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Avoiding Indigenous heritage places and items by undertaking an Aboriginal heritage assessment and optimising route accordingly;

Minimising impacts to EEC and threatened species habitat by optimising route to avoid or minimise vegetation clearing;

Considering environmental impacts in relation to design and construction of the Macquarie River and Newell Highway crossings.

Barbigal deviation (C03b1)


This deviation route replaces route section C03a2, with the purpose of removing low speed curves at Barbigal. The new deviation would consist of a new 1.6 km track through rural farming land.




There are a high number of identified Aboriginal sites within the vicinity of the alignment, associated with the Talbragar River.


The White Box Yellow Box Blakely’s Red Gum Woodland EEC has the potential to exist as small patchy units adjacent to the proposed alignment and Talbragar River. Any clearing of vegetation in this area may lead to increased fragmentation between Goonoo State Conservation Area and adjacent vegetation communities.

There is potential habitat for the threatened Speckled warbler (Pyrrholaemus saggitatus).


The alignment passes within 60 m of the Talbragar River, construction of the new alignment could impact this waterway.

Opportunities

Optimising the route alignment to avoid identified Aboriginal heritage items and undertaking further assessment of Aboriginal heritage in the area.

Optimising the route alignment to minimise vegetation clearing, where possible.

Muronbong deviation (C03b2)


This deviation route replaces reference case route section C03a4 and would involve 3.4 km of track on a new alignment. The deviation alignment passes through some densely vegetated areas.



ARTC



This deviation would require clearing of mapped areas of Western slopes grassy woodlands to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC, especially at the northernmost section of the proposed alignment. This would result in the loss of sections of this EEC, and associated fragmentation with surrounding areas, including tracts of this EEC in the Goonoo State Conservation Area and to the south.

No mapped threatened species records occur in this area. However, given the presence of large stands of vegetation, it is likely that threatened species are present.


There are a high number of identified Aboriginal sites within the vicinity of the alignment, associated with the Talbragar River, including as near as 35 m from the alignment.


The new track will be required to cross two small waterways, including a small tributary of the Talbragar River. There are likely to be environmental impacts during the construction of the bridges at these locations.

Opportunities

Optimising the route alignment to avoid areas of EEC’s and vegetation corridors and limit the need for clearing of vegetation, where possible.

Optimising the route alignment to avoid identified Aboriginal heritage items and undertake further assessment of Aboriginal heritage in the area.

Boomley deviation (C03b3)


This deviation route replaces reference case route section C03a6, with the purpose of removing low speed curves at Boomley. The new deviation would include new track running through a densely vegetated areas adjacent to the Goonoo State Conservation Area.



Protection Areas – Significant Limitation

The alignment runs adjacent to the Goonoo State Conservation Area which supports a high diversity of threatened species. It is likely that nearby vegetation potentially affected by the deviation would also support similar species.

Flora and fauna - Major limitation

There is potential for mapped western slopes grassy woodlands to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC, with the northern section of the proposed alignment running directly through a large mapped tract (approximately 6 km) of this community.

The proposed alignment also runs directly through a mapped area of Western Slopes Dry Sclerophyll Forest (not an EEC), which may create a high degree of fragmentation between the potential EEC mentioned above, this community and the state conservation area.

ARTC


There is a high potential for threatened species habitat across the entire length of the deviation, including for the Malleefowl, (Leipoa ocellata), Brown treecreeper (Climacteris picumnus victoriae), Diamond firetail (Stagonopleura guttata) and Masked owl (Tyto novaehollandiae.


There are a high number of identified Aboriginal sites within the vicinity of the alignment, associated with the Talbragar River.

The Goonoo State Recreation Area is listed on the Register of the National Estate.


The new track will be required to cross several small tributaries. There are likely to be environmental impacts during the construction of the bridges for these locations.

Opportunities

This deviation has considerable constraints associated with it and as such, the reference case is preferred. However, if developed further, opportunities would include:

Optimising the route alignment to minimise vegetation clearing and avoiding areas of EECs and the habitat of threatened species. A further assessment would be required to determine the presence and extent of this community and any potential threatened species habitat in the vicinity of the route;

Minimising further fragmentation of vegetation and impacts to threatened species habitat;

Optimising the route alignment to avoid identified Aboriginal heritage items and undertaking further assessment of Aboriginal heritage in the area.

Merrygoen deviation (C03b4)


This deviation route replaces reference case route section C03a8, with the purpose of removing low speed curves and bypassing the town of Merrygoen. The new alignment would pass primarily through open farming land, but crosses a few tracts of vegetation. The alignment also runs through the designated floodplain along the Castlereagh River for almost 3 km.




The mapped western slopes grassy woodland through which part of the alignment may pass has potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. Aerial photographs indicate that this EEC may exist at the southern end of the proposed deviation.


The new track will be required to cross several small tributaries associated with the Castlereagh River, as well as the Castlereagh River floodplain. There are likely to be environmental impacts during the construction of the bridges in these locations.

ARTC


Heritage - Moderate limitation

There is a potential for Aboriginal sites within the vicinity of the Castlereagh River.


A new road crossing would be required over the Castlereagh Highway. There are likely to be numerous environmental impacts (including air quality, and erosion and sedimentation) during the construction of the road crossing.

Opportunities

This deviation has the potential to reduce impacts on the town of Merrygoen. Other opportunities include:

Optimising the route alignment to avoid the need for clearing of vegetation, where possible.

Commencing the deviation further east to avoid impacts to the Castlereagh Highway during construction.

Considering and minimising flood impacts in design.

Toorgarlan deviation (C03b5)


This deviation route replaces reference case route section C03a10, with the purpose of removing low speed curves at Toorgarlan. The new deviation traverses mostly cleared land. However some vegetation clearing is likely.




This deviation passes through mapped areas of western slopes grassy woodland that have the potential to contain areas of the White Box Yellow Box Blakely’s Red Gum Woodland EEC. The proposed alignment would bisect this potential community at the western end.

The majority of the alignment traverses already cleared land. There are no mapped threatened species records in this area.


The new track will be required to cross several small tributaries and over 3 km of floodplain associated with the Castlereagh River. There are likely to be environmental impacts during the construction of the bridges in these locations.


There is a potential for Aboriginal sites to within the vicinity of the Castlereagh River.


The new alignment has the potential to cause increased noise, pollution and air impacts at the small rural settlement of Neilrex during construction and operation.

ARTC


Opportunities

Optimising the route alignment to avoid the need for clearing of vegetation and minimising fragmentation effects, where possible.


Piambra deviation (C03b6)


This deviation replaces reference case route section C03a12, with the purpose of removing low speed curves at Piambra. The deviation would consist of construction of a tunnel and would be further away from the Castlereagh River than the existing railway.

The alignment passes through open land, with scattered trees.




Vegetation has the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. Any clearing of vegetation may lead to discontinuity between potential EEC and larger fragment community to the east.


The new track will be required to cross small tributaries and the floodplain associated with the Castlereagh River. There are likely to be environmental impacts during the construction of bridges over these tributaries.

Cumulative impacts - Significant limitation

The construction of a tunnel would likely have numerous environmental impacts (air quality, noise, groundwater, erosion and sedimentation, etc.), particularly in close proximity to the Castlereagh River and potential stands of EEC.

Opportunities

Optimising the route alignment to avoid the need for clearing of vegetation and minimising fragmentation effects, where possible.

Undertaking detailed environmental assessment of tunnelling activities to assess and mitigate potential impacts.


Piambra to Ulinda deviation – C03b7


This deviation is a greenfield route between Piambra and Ulinda, bypassing Binnaway and removing low speed curves and the track reversal at Binnaway. The alignment is approximately 10 km long and passes through generally cleared lands, with the exception of a large stand of vegetation at the western end of the deviation. The alignment runs alongside Ulinda Creek, and crosses 3 small waterways.

ARTC





There is a potential for White Box Yellow Box Blakely’s Red Gum Woodland EEC along the alignment and small fragments of this community may be bisected by the proposed deviation, resulting in loss of EEC and habitat and potential fragmentation from larger stands of this potential community to the north and south.

Binnaway Nature Reserve lies to the north and Weetalibah Nature Reserve lies to the south of the proposed line. There is a high concentration of threatened species records associated with these areas including, Glossy black cockatoo (Calyptorhynchus lathami), Diamond firetail (Stagonopleura guttata), Painted honeyeater (Grantiella picta).


Part of the alignment (western end) is within the Castlereagh floodplain.

Opportunities

This deviation has the potential to reduce impacts on the town of Binnaway and does not require crossings of any major waterways. Other opportunities include:

Optimising the route alignment to avoid the need for clearing of vegetation, where possible.


Ulinda deviation (C04b2)


This deviation replaces the reference case route section C04a4, with the purpose of removing low speed curves at Ulinda. The deviation would cross mainly open flat farming land.




The area is mapped as western slopes grassy woodland, with the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. However, most of the area through which this deviation passes is cleared. No mapped threatened species records were found in this area.


The new track will be required to cross a small tributary. There are likely to be environmental impacts during the construction of the bridge over this tributary.

Opportunities

There are limited opportunities for this deviation.

ARTC


Oakey Creek to Premer deviation (C04b3)


This deviation route replaces reference case route section C04a7, with the purpose removing low speed curves between Oakey Creek and Premer. The deviation would consist of up to 20 km of new track, interspersed with utilising existing track. The alignment passes through flat open country until it crosses the Black Stump Way, and then through more undulating to terrain, with scattered trees towards Premer where the alignment passes through some stands of denser vegetation.

The new alignment may require up to 12 new waterways crossings.




One Aboriginal heritage site has been identified approximately 300 m from the deviation alignment. Other Aboriginal heritage items may be present along the many waterways the alignment crosses.


There are no mapped EECs in the area through which the deviation would pass. However, vegetation clearing would be required along the entire length of the deviation, leading to a high degree of fragmentation.

There were no mapped records of threatened species in the area. However, the vegetation present is likely to support certain threatened species.


The new track will be required to cross numerous small waterways. There are likely to be environmental impacts during the construction of the bridges over these tributaries.

Opportunities

Optimising the alignment to limit the extent of fragmentation of vegetation communities resulting from the required vegetation clearing, where possible.

Optimising alignment to limit number of waterway crossings if possible.

Premer bypass (C16b)


This deviation would replace reference case route section C04a8, with the purpose of removing low speed curves and bypassing the town centre of Premer. The alignment cuts through a stand of dense vegetation at the southern end and is within the designated floodplain associated with Cox’s Creek.

ARTC





There are no mapped EECs in the area. However, some small scale vegetation clearing is likely to be required, while the areas immediately to the east and west appear to be cleared. There is an area to the west (within 1 km of the deviation) that comprises a large fragment of intact vegetation.

There is potential threatened species habitat in the area.


The alignment crosses Cox’s Creek floodplain.


Whilst the alignment would relocate the rail away from the centre of Premer, there would be cumulative impacts associated with the construction of the rail, such as noise, air quality and traffic impacts.

Opportunities

This deviation would minimise impacts on the residents of Premer, by bypassing the town. Other opportunities include:

Optimising the alignment to limit or avoid the need to clear vegetation and avoid threatened species habitat, where possible.


Premer to Emerald Hill (C62)


This deviation would replace the reference case route between Premer and Emerald Hill with a greenfield route directly between these two nodes, replacing the reference case (existing track and the Werris Creek deviation) and bypassing the towns of Spring Ridge, Caroona, Breeza, Curlewis and Gunnedah. The new route would consist of approximately 75 km of track, most of which crosses designated floodplain associated with the Liverpool Plains.

The deviation alignment is generally flat to undulating to rolling hills and meanders around major topographic constraints (hills and mountainous areas), passing along the side of and parallel to two creeks. The route crosses a major road near Premer and also the Oxley Highway about 48 km from Premer, as well as numerous minor waterways.

The alignment passes through predominantly open agricultural land, although does come into contact with some wooded areas associated with adjacent hills and mountainous areas.


Protection areas - Significant limitation

Trinkey State Conservation Area (CCA Zone 3) is located at a minimum of 800 m east of alignment at 10 km.

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The mapped western slopes grasslands have the potential to contain the Native Vegetation on Cracking Clay Soils of the Liverpool Plains EEC. This EEC may exist around Tambar Springs on the fringes of the state conservation area, with smaller fragments around Milroy and Emerald Hill. The proposed deviation cuts through the fringes of a large fragment of this vegetation between Gunnedah and Marys Mount.

This EEC is also potentially within Trinkey State Conservation Area immediately east of the deviation at the southern end. Clearing of any vegetation along the alignment may increase fragmentation between larger stands of vegetation in the area, and corridors for threatened species.

The Koala (Phascolarctos cinereus) has been sighted approximately 560 m to the east of the alignment at 44 km. There is potential habitat for the Koala along the alignment.

Soil and Contamination - Moderate limitation

Patches of dryland salinity occur associated with the Cox’s Creek river system.


The alignment traverses the designated floodplains of the Liverpool Plains for almost its entire length. The alignment crosses the Cox’s River, Bundella Creek, Colygra Creek and Native Cat Creek and several minor creeks.


A number of Aboriginal sites have been identified within the vicinity of the alignment. There would be a potential for other Aboriginal sites within the vicinity of the alignment, associated with the various waterways along the route.

Noise impacts - Moderate limitation

Some rural residences may experience increased noise if within 500 m of the new alignment.


The community of Premer may experience increased noise and air pollution during construction works at Premer.

Opportunities

This deviation would result in a reduction of rail traffic and associated impacts, e.g. noise, air quality and visual impacts in the towns of Spring Ridge, Caroona, Breeza, Curlewis and Gunnedah. Other opportunities include:

Avoiding any route optimisation that may impact upon Trinkey State Forest;

Optimising route to minimise vegetation clearance and potential impacts to EEC, threatened species habitat and fragmentation, where possible;


Spring Ridge to Breeza (C59b) This deviation would replace the reference case route between Spring Ridge and Breeza with a greenfield route, replacing the reference case (existing track and the Werris Creek deviation) and bypassing the towns of Caroona and Breeza. The new route would consist of approximately 22 km of track, most of which crosses designated floodplain associated with the Liverpool Plains and the Mooki River.

ARTC


The deviation alignment is generally flat and avoids major topographic constraints (hills and mountainous areas), apart from some hilly terrain at the northern end where it rejoins the existing track. The route passes through predominantly open agricultural land and crosses some minor roads and waterways.


Protection areas - Moderate limitation

The Breeza and Doona State Forests are approximately 5 km to the north-west and south east of the alignment respectively.


Alignment passes through mapped Western Slopes Grasslands vegetation, with potential presence of Native Vegetation on Cracking Clay Soils of the Liverpool Plains EEC that may require clearing.

Potential threatened species habitat includes Koala (Phascolarctos cinereus) and Diamond firetail (Stagonopleura guttata). Koala sightings are potentially linked to EEC listed above.


The alignment traverses the designated floodplains of the Liverpool Plains and Mooki River for almost its entire length.

Noise impacts - Moderate limitation

Some rural residences may experience increased noise if within 500 m of the new alignment.

Opportunities

This deviation would result in a reduction of rail traffic and associated impacts, e.g. noise, air quality and visual impacts in the towns of Caroona and Breeza. Other opportunities include:

Optimising the route to minimise vegetation clearance and potential impacts to EEC, threatened species habitat and fragmentation, where possible.


Werris Creek high speed triangle (C59) This deviation would replace the reference case route section C60 (Werris Creek low speed deviation), with the purpose of removing the track reversal at Turilawa. The deviation would consist of 2.5 km of new track through cleared rural land, over flat to undulating terrain. The deviation would require a new crossing of Werris Creek and traverses approximately 1.5 km of designated floodplain.


Flora and fauna – Moderate limitation

There is potential for mapped grassland areas to contain the Native Vegetation on Cracking Clay Soils of the Liverpool Plain EEC, with a potential need for small scale vegetation clearing along Werris Creek. Any clearing required may lead to fragmentation of this community and the larger wooded area to the east.


The deviation crossed floodplain associated with the Liverpool Plains and Werris Creek.

ARTC


The deviation is proposed to cross Werris Creek, requiring construction of a new bridge, with associated environmental impacts during construction.

Opportunities

Optimising route to minimise vegetation clearance and potential impacts to EEC, where possible.


Narrabri bypass (C58) This deviation involves bypassing the town of Narrabri to the east and replaces the reference case route section C10. The deviation is approximately 10 km long, leaving the existing track about 7 km south of Narrabri and passes through cleared open farm lands over flat terrain, before rejoining the existing track north of Narrabri.

The alignment crosses the Namoi River and some other minor waterways and traverses over 3 km of the Namoi River floodplain.




The alignment passes through the mapped western slopes grassy woodland vegetation community at the southern end, with the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. Vegetation removal may increase fragmentation between two larger vegetation patches to the south and north-east of the deviation.

Several threatened species sites have been located in close proximity (40 m at the closest point) to the deviation route.

Potential threatened species habitat in the area includes Brown tree creeper (Climacteris picumnus victoriae), Speckled warbler (Pyrrholaemus saggitatus), Grass owl (Tyto capensis), Spiny peppercress (Lepidium aschersonii) and the Grey-crowned babbler (Pomatostomus temporalis temporalis).


The deviation would cross the Namoi River and floodplain, a major river in the region subject to significant flooding. A bridge would be required, with potential environmental impacts during construction of the bridge.


There is a potential for the alignment to cross Gilgai soils, which may have impacts during construction and operation of the railway.

Community – Moderate limitation

The alignment passes in close proximity to the Narrabri racecourse.

Opportunities

This deviation would have significant benefits on the town of Narrabri by reducing rail traffic through the town, with a reduction in noise, air quality and visual impacts within the town. Other opportunities include:

ARTC


Optimising the alignment to limit or avoid clearing of potential EEC and other vegetation, fragmentation of vegetation and loss of threatened species habitat, where possible.

Considering and minimising flood impacts in design of railway and bridge and during construction.

Considering realignment of the route further to the east of the Narrabri racecourse.

Moree bypass (C17b1)


This deviation replaces C17a2, with the purpose of bypassing the town of Moree.

This deviation bypasses Moree to the east and is approximately 9 km long, replacing the reference case route section C17a2. The alignment passes over flat terrain and through generally open agricultural land and adjacent to some industrial areas on the outskirts of Moree.

The alignment crosses the Mehi River and some other minor waterways and traverses over 5 km of the Lower Gwydir Valley floodplain, as well as crossing the Gwydir Highway and the Moree-Inverell railway line.



The alignment passes through improved pasture cropland, black box/coolabah, grassland, red gum/coolabah and poplar box as identified by the Moree Plains vegetation landscapes. This deviation may involve clearing of vegetation near the Mehi River, which may be important habitat for threatened species and other fauna.

Potential threatened species habitat includes that of Gould’s mouse (presumed extinct), black-striped wallaby (Macropus dorsalis) and the square-tailed kite (Lophoictinia isura).


The deviation is proposed to cross the Mehi River, a major river in the region subject to significant flooding. A bridge would be required, with potential environmental impacts associated with the construction of the bridge/crossing, including clearing of riparian vegetation.

The alignment crosses designated floodplain for approximately 5 km.


The alignment crosses Gilgai soils between Moree east node and the Gwydir Highway, which may have impacts during construction and operation of the railway.


There are a number of identified Aboriginal sites in close proximity of the alignment, associated with the Mehi River. There are likely to be other Aboriginal sites along this and other nearby waterways.

Cumulative impacts – Moderate limitation

The deviation is proposed to cross the Gwydir Highway and the Moree-Inverell railway. Crossings of these transport lines would be required, with associated environmental impacts likely (e.g. noise, air quality, traffic, etc).

ARTC


Opportunities

This deviation would have significant benefits within Moree through the bypassing of the town, minimising any noise, visual and air pollution impacts. Other opportunities include:

Optimising the alignment to limit or avoid clearing of potential EEC and riparian vegetation around the Mehi River, minimising fragmentation of vegetation and loss of threatened species habitat, where possible.

Considering and minimising flooding impacts in design of railway and bridge and during construction.

Avoiding identified Aboriginal sites during route optimisation and undertaking further assessment to minimise impacts to Aboriginal heritage items.

Camurra deviation (C17b2)


This deviation replaces C17a4, with the purpose of removing tight curves at Camurra. The deviation is a 3 km route passing through open agricultural fields over flat terrain.

The alignment crosses the Gwydir River and associated riparian vegetation traverses over 1.2 km of the Lower Gwydir Valley floodplain.



This deviation may involve clearing of riparian vegetation near the Gwydir River, which may be important habitat for threatened species and other fauna.


The deviation is proposed to cross the Gwydir River and surrounding floodplain. A bridge would be required, with potential environmental impacts associated with the construction of the bridge/crossing, including clearing of riparian vegetation.


The alignment crosses Gilgai soils, which may have impacts during construction and operation of the railway.

Opportunities

Optimising the alignment to limit or avoid clearing of riparian vegetation around the Gwydir River.

Considering and minimising flood impacts in design of railway and bridge and during construction.

ARTC


Summary of environmental issues – Parkes to Moree Table 5-2 Summary of issues and opportunities – Parkes to Moree

Section Key Issues Opportunities Comment on Deviation/Upgrade

Reference case

Parkes to Dubbo (B20a1, B20a2, C01a1, C01a2, C02)

Heritage items in Parkes and Narromine, potential impacts if rail is to be upgraded.

Potential noise impacts in Narromine and homesteads in the vicinity of the alignment.

Avoid impacts to heritage listed buildings.

Consider Narromine deviation (C70) to minimise impacts on Narromine town centre.

n/a

Dubbo to Binnaway (C03a1, to C03a13, C04b1)

Heritage items in Dubbo, (including Macquarie River Rail Bridge), potential impacts if rail is to be upgraded.

Alignment passes through large areas of vegetation with potential to contain EEC and is within 20 m of Goonoo State Forest near Boomley. Potential impacts if rail is upgraded.

Potential noise impacts in Dubbo, as well as on small rural settlements along alignment, including: Barbigal, Ballimore, Muronbung, Elong Elong, Boomley, Merrygoen, Neilrex, Mooren and Binnaway.

Reference case includes 7 bridge upgrades and potential upgrade of track through designated floodplain areas.

Consider Dubbo deviation (C57) to minimise impacts on Dubbo town centre and avoid upgrading heritage listed Macquarie River Rail Bridge.

Consider deviations to avoid noise impacts on towns and small rural settlements.

Avoid upgrading track through vegetation with potential presence of EECs to minimise impacts relating to construction and access.

Consider flooding during design and construction for bridge and upgrade works.

Reference case (no upgrade) preferred to upgrading through areas of vegetation.

Binnaway to Emerald Hill (C04a4 to C04a8, C04a9, C04a10, C05a1, C05a2, C06a1, C60, C06a2, C07a1, C07a2)

Potential noise impacts on towns / rural settlements, including: Premer, Yannergee, Tamarang, Spring Ridge, Caroona, Nardu, Bakina, Burilda, Breeza, Curlewis and Gunnedah.

Reference case includes 2 bridge upgrades and potential upgrade of track through designated floodplain areas.

Consider deviations to avoid noise impacts on towns (C62, C59b).

Consider flooding during design and construction for bridge and upgrade works.

n/a

Emerald Hill to Moree (C08, C09, C10, C11, C17a1, C17a2, C17a3, C17a4)

Heritage buildings in Moree and Narrabri potential impacts if rail is to be upgraded.

Potential noise impacts on towns along rotue, including Boggabri, Baan Baa, Turrawah, Narrabri, Edgeroi, Woolenget, Bellata, Gurley and Moree.

Consider deviations to avoid noise impacts in Narrabri (C58) and Moree (C17b1) and to avoid upgrades that may impact heritage items.

n/a

Deviations

Narromine bypass (C70)

No key issues. No opportunities identified. Consider deviation.

ARTC



Dubbo bypass (C57)

Aboriginal sites in close proximity (within 30 m).

Potential clearing of EEC and threatened species habitat.

Avoid vegetation clearing to minimise impacts to EEC and threatened species habitat.

Avoid known Aboriginal sites. Reduced noise and air quality

impacts in Dubbo.

Consider deviation.

Baribigal deviation (C03b1)

Aboriginal sites near alignment along Talbragar River.

Avoid known Aboriginal sites. Consider deviation.

Muronbong deviation (C03b2)


Potential clearing of EEC, potential fragmentation impacts.

Avoid known Aboriginal sites. Avoid vegetation clearing to

minimise impacts to EEC and fragmentation.

Consider deviation after route optimisation to consider key issues.

Boomley deviation (C03b3)

Passes through large corridor of vegetation with potential presence of EEC and threatened species habitat. Would result in fragmentation from surrounding vegetation including Goonoo State Forest. Major Limitation.


Consider reference case or upgrading existing track to avoid vegetation clearing through areas of potential EECs and threatened species habitat.

Undertake detailed ecological assessment to assist in optimisation of alignment to minimise clearing, loss of habitat and fragmentation.

Avoid identified Aboriginal heritage items.


Merrygoen deviation (C03b4)

No key issues. Reduced noise and air quality impacts in Merrygoen.

Consider deviation.

Toorgarlan deviation (C03b5)


Piambra deviation (C03b6)


No opportunities identified. Consider deviation.

Piambra to Ulinda deviation (C03b7)

No key issues. reduced noise and air quality impacts in Binnaway.

Consider deviation.

Ulinda deviation (C04b2)


Oakey Creek to Premer deviation (C04b3)

Involves clearing of large corridor of vegetation, potential fragmentation.

Avoid vegetation clearing to minimise fragmentation.

Consider deviation.

Premer bypass (C16b)

No key issues. Minimise noise and air quality impacts in Premer.

Consider deviation.

ARTC



Premer to Emerald Hill (C62)

Trinkey State Conservation Area (CCA Zone 3) nearby at chainage 10km.

Potential clearing of EEC and threatened species (koala) habitat, potential fragmentation impacts.

Alignment passes through floodplain for most of its length.

Avoid Tinkey State Forest. Avoid vegetation clearing to

minimise impacts to EEC and koala habitat and minimise fragmentation.

Consider flooding during design and construction.


Reduced noise and air quality impacts in Spring Ridge, Caroona, Breeza, Curlewis and Gunnedah.

Consider deviation after route optimisation to consider key issues.

Spring Ridge to Breeza (C59b)

Potential clearing of EEC and threatened species (koala) habitat, potential fragmentation impacts.

Alignment passes through floodplain for most of its length.

Avoid vegetation clearing to minimise impacts to EEC and koala habitat and minimise fragmentation.


Reduced noise and air quality impacts in Caroona and Breeza.

Consider deviation.

Werris Creek high speed triangle (C59)


Narrabri bypass (C58)

No key issues. Reduced noise and air quality impacts in Narrabri.

Consider deviation.

Moree bypass (C17b1)

Aboriginal sites near alignment along Mehi River.

Avoid identified Aboriginal heritage items.

Reduced noise and air quality impacts in Moree.

Consider deviation.

Camurra deviation (C17b2)


Key issues The key issues along the route from Parkes to Moree include potential noise impacts in large towns and small rural settlements along the alignment as a result of increased rail traffic.

Vegetation clearing may result from construction of deviations or upgrading of existing track in some areas, include potential clearing and fragmentation of vegetation that may contain stands of White Box Yellow Box Blakely’s Red Gum Woodland EEC and native vegetation on cracking clay soils of the Liverpool Plains EEC, as well as habitat for numerous identified threatened species in the area.

There are also a number of state-listed and Register of the National Estate listed historic heritage items in some of the larger towns, including the Macquarie River rail bridge in Dubbo, and some identified Aboriginal items and potential for other Aboriginal items associated with some creek lines.

The alignment passes through extensive areas of floodplain on the Liverpool Plains, as well as along the Castlereagh River, Talbragar River, Namoi River and Mehi River.

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Benefits associated with the construction and operation of the inland route between Parkes and Moree include socio-economic benefits to towns as a result of construction and upgrading works. Other benefits of a more general nature include better freight access to Brisbane for agricultural and resource (mining) produce/products. In addition, a benefit arising from the project as a whole would be a reduction of rail traffic on the coastal route and through the greater Sydney area.

Discussion on deviations and upgrades Many of the deviations that involve town bypasses, including Narromine (C70), Dubbo (C57), Merrygoen (C03b4) Premer (C16b), Narrabri (C58) and Moree (C17b1) would be preferable to the reference case as they would potentially result in a reduced noise impacts, as well as other impacts such as air quality and visual amenity, in those towns. However other environmental issues (e.g. heritage, flora and fauna) would still need to considered. The Dubbo deviation would also negate the need to upgrade the heritage listed Macquarie River Rail Bridge.

The two large greenfield deviations between Premer and Emerald Hill (C62) and Spring Ridge and Breeza (C59b) would bypass some towns on the existing rail between these nodes. However impacts to potential EECs and flooding impacts would need to be considered during route optimisation.

The Boomley deviation (C03b3) would involve considerable clearing of vegetation, with potential impacts on the White Box Yellow Box Blakely’s Red Gum Woodland EEC and threatened species habitat and fragmentation from the adjacent Goonoo State Forest (listed on Register of the National Estate). As such, the reference case is preferred to this deviation, as well as any upgrade works of the existing track through this area.

Other deviations including Muronbung (C03b2) and the Oakey Creek to Premer West deviation (C04b3) may involve clearing of vegetation and potential EECs that should be considered in alignment optimisation.

A number of the smaller deviations considered have few environmental constraints and any issues could be managed through consideration during design, planning and construction.

5.4 Assessment of route – Moree to Brisbane

General description of route

The reference case route from Moree to Brisbane comprises a mixture of new greenfield routes, new sections adjacent to the existing tracks and upgrades to existing tracks.

The Moree to Boggabilla section uses an upgraded section of the existing Moree to Boggabilla line as far as North Star, and then the remaining disused section of the line to its terminus at Boggabilla.

The Boggabilla to Inglewood section uses a new greenfield section between Boggabilla and Kildonan and a new standard gauge section adjacent to the existing narrow gauge Warwick to Dirranbandi Line.

The Inglewood to Oakey section uses a new greenfield section between Inglewood and Millmerran, a new line adjacent to the existing narrow gauge track between Millmerran and Cecilvale, a new standard gauge section between Cecilvale and Yargullen, and a new standard gauge section adjacent to the existing narrow gauge Oakey to Cecil Plains line.

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The Oakey to Brisbane section uses a new standard gauge section adjacent to the existing narrow gauge Toowoomba to Dalby line, a new greenfield section between Gowrie and Gatton, a new line adjacent to the existing narrow gauge track between Gatton and Grandchester/Rosewood, and a new greenfield section between Grandchester/Rosewood and Kagaru. At Kagaru, the line joins the existing coastal route from the NSW border to Acacia Ridge (Brisbane).


Figure 5-3 Moree to Brisbane – Reference case and Deviations

Review of reference case route sections Moree (north) to Inglewood


The route alignment includes an upgrade of existing track from North Camurra to North Star (D01a) and then new track to Boggabilla (D02a) and then on to Kildonan (D03c). From Kildonan to Inglewood (via Yelarbon) (D04a and D06a) the reference case will involve an upgrade of the current track in the existing corridor.

The alignment traverses predominantly agricultural lands, with the exception of passing through the Whetstone State Forest (existing track) and some sporadic remnant vegetation, mainly along waterways and drainage lines. The terrain varies from flat to gently undulating.

The alignment crosses the Macintyre River, which is prone to flooding, and a large number of waterways including major perennial and non-perennial rivers and major and minor non-perennial creeks.

The alignment crosses the Bruxner Highway (new track) and Cunningham Highway (existing track) and numerous other minor roads.

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Protection Areas – Significant limitation

The alignment passes through Whetstone State Forest, area of state and local biodiversity significance, for approximately 6 km. There is a potential for environmental impacts during upgrade works through this area.

Waterways - Significant limitation

The alignment traverses a 10 km of floodplain associated with the Macintyre River between North Star and Kildonan and runs along the edge of designated floodplain for 5 km at the southern end (Lower Gwydir Valley).

The alignment crosses 37 waterways, including three major creeks.


Items of Indigenous heritage significance occur 450 m to the west of the alignment between Boggabilla and Kalona, and 700 m north-west of the alignment 9 km from Inglewood. Two other items occur within 100 m of the alignment. There is a potential for other items of Indigenous heritage significance to be present along watercourses.


The alignment passes through areas mapped as Brigalow Clay Plain Woodlands, with potential presence of Brigalow Belt South, Nandewar and Darling Riverine Plains Bioregions EEC between Moree and North Star.

Between Croppa Creek and Boggabilla the alignment bisects stands of Western Slopes Grassy Woodlands, which has the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC. This community is likely to be present immediately west of the Bruxner Highway and immediately south of the junction of the Bruxner Highway and Boggabilla Road. There is potential for clearance of small woodland fragments and native pasture to be required.

There is potential habitat for threatened species, with records of threatened species in proximity to the upgrade line.

The alignment passes between Essential Habitat approximately 10 km from Kildonan. Fragmentation of habitat for threatened species is likely, as well as ‘edge effects’.

The alignment traverses several areas of ‘of concern’ and ‘endangered’ Regional Ecosystems, it then passes along the edge of ‘endangered’ Regional Ecosystem for over 11 km and also through a Brigalow Belt. It passes through an area of state and local biodiversity significance (Whetstone State Forest). This alignment would lead to further fragmentation of remnant vegetation leaving it vulnerable to edge effects. Several other smaller areas of biodiversity significance at the local, regional and state level and Brigalow Belt are traversed throughout this section of the alignment.

Threatened species of flora and fauna have been identified within the 2.5 km corridor buffer surrounding the line.

Soils - Moderate limitation

The alignment passes through areas of alluvium soils and some Gilgai soils and dark cracking clays which may have impacts during construction and operation of the railway.

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Cumulative - Moderate limitation

Noise and visual amenity issues may occur due to increased rail traffic in the towns of North Star, Kildonan, Yelarbon, Inglewood and Croppa Creek.

Works associated with new or upgraded crossings of the Bruxner Highway and Cunningham Highway are likely to result in impacts during construction.

Opportunities

During design and construction of upgrade works through Whetstone State Forest, ensuring minimal impacts outside of existing corridor to avoid impacts to adjacent vegetation communities and habitat;

Optimising alignment to minimise clearing of vegetation, especially where with potential EECs may be present between Moree and Boggabilla, where possible;

Limiting or avoiding clearing of vegetation in the Brigalow Belt Corridor or Regional Ecosystems and Essential Habitat. Any clearing in these areas is likely to require a permit to clear. Planting of vegetation to offset clearing may also be required;

Avoiding identified items of Indigenous heritage significance;

Considering bypasses of communities through which the alignment passes (North Star, Yelarbon, Inglewood and Croppa Creek) to reduce noise and air quality impacts;

Considering and minimising flooding impacts in design.

Inglewood to Cecilvale


The route from Inglewood to Cecilvale includes new track from east of the town of Inglewood heading north a point east of Millmerran (D07c) and then a new line adjacent to the track existing narrow gauge track to Cecilvale (D08a), west of the town of Pittsworth.

The route passes through grazing lands north of Inglewood, but then traverses some large areas of vegetation, including a corner of the Bringalily State Forest 35 km north of Inglewood, as well as patchy areas of remnant vegetation. From Millmerran the alignment passes through generally agricultural lands. The terrain varies from flat to hilly between Inglewood and Millmerran, including some hills around the Bringalily State Forest, and is then flat to Cecilvale.

The alignment crosses some major (Canning Creek and the Condamine River) and minor waterways and numerous minor roads.


Protection Areas – Major limitation

At approximately 35 km from Inglewood, the alignment cuts the corner of Bringalily State Forest. There are likely to be significant constraints to developing a new railway through a State Forest, including a requirement for a permit to clear remnant vegetation and planting of offset vegetation. The alignment also passes within 400 m of the Devine State Forest approximately 18 km from Inglewood.

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Ten known Indigenous cultural heritage places were identified within a natural saline discharge area located within 2.5 km of the route alignment. There is a high potential for cultural heritage sites to be present in remnant vegetated areas and along creeklines.


The alignment passes over 27 waterways, including the Condamine River and Condamine River Northern Branch, where erodible soils are located along creek lines. These rivers are also are marked as biodiversity corridors.


The alignment cuts the corner of one section of the Bringalily State Forest approximately 35 km from Inglewood. Essential habitat is also mapped in this area, comprising threatened fauna habitat. For 2.5 km the alignment passes through sub-dominant 'of concern' Regional Ecosystem approximately 30 km from Inglewood.

Small areas of dominant 'of concern' and ‘endangered’ Regional Ecosystem areas are traversed approximately 43 km from Inglewood, along with several smaller areas. Mapped Regional Ecosystem stretches either side of the proposed alignment for several kilometres and would be difficult to avoid without major realignment. Brigalow belt corridors and local and regionally biodiversity significant areas are also traversed.


There are patches of Gilgai soils along the alignment that may affect the construction and operation of the railway.

Cumulative - Moderate limitation

The alignment passes through the town of Brookstead, existing noise and visual impacts are likely to be exacerbated.

Opportunities

Realigning the route 800 m east to avoid traversing the Bringalily State Forest to avoid impacts and negate the need for a permit for clearing remnant vegetation and planting of offset vegetation.

Avoiding Devine State Forest during any route optimisation.

Optimising the alignment to avoid large-scale vegetation clearing, especially in areas of essential habitat and mapped regional ecosystems, where possible.

Minimising impacts to the Condamine River and the Condamine River Northern Branch during planning and construction to avoid water quality and biodiversity impacts.

Avoiding identified items of Indigenous heritage significance.

Cecilvale to Gowrie


The route between Cecilvale and Gowrie includes new track from Cecilvale (east of Pittsworth) to the town of Oakey, via Yargullen (D14c and D15a) and a new line adjacent to the existing narrow gauge track to Gowrie (D16a), within the existing rail corridor, passing the town of Kingsthorpe.

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This area is the western edge of the Great Dividing Range and as such the terrain varies between flat and hilly, with some small sections of mountainous terrain.

Between Cecilvale and Yargullen the alignment passes through agricultural lands and scattered remnant vegetation through the foothills, with predominantly cropping and grazing land through to Gowrie.

The alignment crosses numerous waterways running west out of the foothills, as well as some major and minor roads, including the Warrego Highway south of Oakey.


Protection Areas – Moderate limitation

The alignment passes within 2 km to the east of Irongate Conservation Park at 9.5 km from Cecilvale.


The alignment traverses numerous patches of ‘of concern’ Regional Ecosystem and through areas of Essential Habitat. The route also passes through areas of regional biodiversity significance.

Cumulative impacts – Moderate limitation

The alignment passes through the town of Oakey and may increase noise and air quality impacts through increased rail traffic.

Waterways - Moderate limitation

The alignment traverses up to 20 waterways.


Soils in the area are predominantly porous loamy soils and cracking clays.

Opportunities

Avoiding realigning the west, towards the Irongate Conservation Park, north of Cecilvale.

Optimising route to minimise avoid areas of Regional Ecosystem and Essential Habitat to the south-east or to the north-west and minimise vegetation clearing between Cecilvale and Yargullen.

Gowrie to Grandchester / Rosewood


The route between Gowrie and Acacia Ridge includes new track between Gowrie and Gatton (D24c), including a 6 km long tunnel underneath the northern edges of Toowoomba, then new line adjacent to the existing narrow gauge track to Grandchester/Rosewood (D25c) and a new greenfield track to Kagaru (D26c). From Kagaru the route uses existing standard gauge track to Acacia Ridge (D28a). The new alignment passes through Gatton, Forest Hill and Calvert and passes near the residential areas and towns of Toowoomba, Helidon, Placid Hills, Laidley, Peak Crossing and Kagaru, as well as past many rural residences.

The terrain around Gowrie and Toowoomba is hilly to mountainous, coinciding with the steepest part of the Great Dividing Range. Towards Gatton the terrain is hilly, but flattening

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as the alignment falls down the eastern side of the range towards the coast, crossing several small creeks and passing through forested areas and some cropping lands.

From Gatton the route heads south east through gently undulating terrain with long, flat valleys and small ridges of hills, before rising steeply east of Laidley through a mountainous area and then falling to Grandchester/Rosewood. Land use is dominated by cropping lands and areas of remnant vegetation.



The alignment passes to the south (within 2 km) of several large areas of Lockyer Forest Reserve, White Mountain Forest Reserve and Lockyer State Forest near Helidon.

The Gatton National Park is located approximately 3 km south of the alignment as it passes through Gatton.


The alignment passes alongside and through several areas of mapped Regional Ecosystem and Essential Habitat, including riparian zones along waterways.


Six cultural heritage places are located in Gatton and Forest Hill: the Gatton Boer War Memorial, the Weeping Mother Memorial, Forest Hill War Memorial, Forest Hill Hotel, Lockyer Hotel and Shop 3, Victoria Street, Forest Hill. All places are located within 100 m of the proposed alignment.

Three cultural heritage places are located within 1 km of the proposed line in Toowoomba: the Baillie Henderson Hospital, Harlaxton House and Swanson’s Rail Bridge. The railway line follows the southern border of the heritage listed University of Queensland Gatton Campus.

The alignment passes in the vicinity of 35 places of Indigenous heritage along this section. Approximately 20 sites were located on the eastern side of the Toowoomba where the tunnel exits the mountain. Two sites are located on the Gowrie side of the range.

The alignment passes through or in close proximity to items listed on the Register of the National Estate, including the escarpment and foothills of the Great Dividing Range at Toowoomba; the main range railway at Toowoomba and Helidon; memorials to the Boer War and First World War at Gatton; the Forest Hill war memorial, Lockyer Hotel and William and Victoria Streets Group at Forest Hill; the Patrick Street Group, the former Laidley Bakery and Das Neumann Haus at Laidley; Grandchester railway station and Grandchester sawmill.

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The line passes over 30 waterways as it passes through the eastern slopes and foothills of the Great Dividing Range, including Lockyer Creek (twice) and one major perennial creek, Laidley Creek.

Noise - Significant limitation

The alignment passes directly through Gatton and Forest Hill and past residences in rural lands in Lockyer Valley. Increased noise impacts are likely as a result of increased rail traffic, in areas with existing rail nearby, or the introduction of rail traffic noise in greenfield areas.

Cumulative impacts – Significant limitation

Tunnelling near Toowoomba would have significant environmental impacts during construction works, including noise and dust, soil and water quality issues and spoil management issues. During operation of the railway, air quality and visual impacts would be expected where ventilation shafts or stacks are near residential areas.

Views of the eastern side of the Toowoomba range recreational areas may be adversely affected by incorporating parts of the railway line into the natural vista as it emerges from the tunnel.

Opportunities

Optimising alignment to avoid or minimise impacts to vegetation mapped as Regional Ecosystem and Essential Habitat;

Avoiding realigning the railway toward any protection areas as listed above;

Consider realigning railway to bypass Gatton and Forest Hill to minimise noise impacts. Consider noise impacts on rural residences during route optimisation;

Realigning track to avoid impacts on heritage listed items that are in proximity to the railway track, consider impacts to listed heritage items during design and construction;

Cumulative visual, noise and vibration issues will need to be considered during construction near potentially affected residents;

Operational benefits as a result of reduced noise and fuel consumption associated with the tight curves and additional length of the existing route.

Grandchester / Rosewood to Acacia Ridge


From Grandchester/Rosewood the route heads away from the existing line to Rosewood, continuing south and east over flat to rolling terrain dominated by grazing lands. Several small waterways and remnant vegetation patches are present as well as some cropped areas.

The route encounters mountainous terrain approximately 17 km west of Kagaru, where it heads east to Kagaru through two sections of tunnel beneath a forested mountainous area. From there, the route then heads north on existing tracks through flat to rolling topography to Acacia Ridge.

Between Kagaru and Acacia Ridge the track is already used by freight from Brisbane to Sydney and Melbourne. No additional rail traffic is expected as a result of the inland route, apart from expected future growth in rail freight.

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The route between Gowrie and Kagaru crosses numerous major and minor waterways associated with the slopes and foothills of the Great Dividing Range. The route crosses major roads including the New England Highway (north of Toowoomba), the Warrego Highway (west of near Gatton - twice) and the Cunningham Highway, as well as numerous minor roads.



Gumtips Nature Reserve is approximately 1 km north of the line at 14 km from Grandchester.

Flora and fauna - Major limitation

The alignment traverses areas mapped under the South-east Queensland Regional Plan as rural and urban koala conservation areas. For approximately 2 km it passes through the south-west corner of a rural koala conservation area that lies about 28 km from Grandchester. Near Brisbane, and using existing track, it passes through and alongside urban koala conservation areas (also an Essential Habitat area) for approximately 5 km. Construction and operation of a railway through these conservation areas may cause loss of habitat and fragmentation.

The alignment passes alongside and through several areas of mapped Regional Ecosystem and Essential Habitat, including riparian zones along waterways. Areas of local, regional and state biodiversity significance, Brigalow Belt corridor and Terrestrial Corridor are also traversed.


The Archerfield Second World War Igloos Complex and Acacia Ridge air raid shelter are located approximately 650 m to the east of the alignment, in the suburb of Acacia Ridge.

The alignment passes in the vicinity of two places of Indigenous heritage near Grandchester and one site near Peak Hill. One site is located within 1 km of the alignment near Kagaru and an additional site within 1 km of the alignment in Logan City LGA.

The alignment passes either through or close to several items listed on the Register of the National Estate, including the Flinders Peak - Ivory Rock Areas in the mountains west of Kagaru; and the Greenbank Military Training Area north of Kagaru, which is also listed as Commonwealth Heritage.


The line crosses at least 30 waterways as it passes through the eastern slopes and foothills of the Great Dividing Range, including Bremer River and one major perennial creek, Warrill Creek.

Cumulative impacts – Significant limitation

Tunnelling near Kagaru would have significant environmental impacts during construction works, including noise and dust, soil and water quality issues and spoil management issues. During operation of the railway, air quality and visual impacts would e expected where ventilation shafts or stacks are near residential areas.

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Opportunities

Optimising alignment to avoid or minimise impacts on koala conservation areas. Any clearing of vegetation within the koala conservation area will require a permit and other forms of management/ mitigation.

Optimising alignment to avoid or minimise impacts to vegetation mapped as Regional Ecosystem and Essential Habitat, where possible.

Avoiding realignment of the railway toward any protection areas as listed above.

Realigning track to avoid impacts on heritage listed items that are in proximity to the railway track;

Considering impacts to listed heritage items during design and construction.

Cumulative visual, noise and vibration issues will need to be considered during construction near potentially affected residents.

Review of deviation route sections North Star to Yelarbon (D05c)


This deviation leaves the existing track just north of the town of North Star and heads in a north easterly direction, crossing the Bruxner Highway 25 km from North Star before heading north to rejoin the existing alignment east of Yelarbon, crossing the Cunningham Highway south of Yelarbon.

The alignment passes through predominantly cleared pastoral land over flat to undulating terrain. The route passes through scattered remnant vegetation and tracts of vegetation associated with riparian corridors.

The route crosses four major waterways and numerous minor waterways and drainage lines, and traverses 13.5 km of floodplain designated land associated with the Macintyre River.

This deviation bypasses the towns of Kildonan and Yelarbon.



The alignment passes approximately 350 m to the west of the Dthinna Dthinnawan Nature Reserve, approximately 20 km south of the existing line near Yelarbon.


The alignment crosses 3 major waterways, including the Macintyre River, Dumaresq River, Ottley’s Creek and Mobbindry Creek, and up to 20 other minor drainage lines and passes adjacent to the eastern extent of the Macintyre River floodplain for approximately 5 km,


Numerous Aboriginal items have been identified within 21 km of the alignment, and as close as 200 m, near where it crosses Dumaresq Creek. There is potential for additional Aboriginal heritage items at this and other waterways along the route.

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The mapped community Western Slopes Grassy Woodland has the potential to contain the White Box Yellow Box Blakely’s Red Gum Woodland EEC which is likely to be present at the south-western end of the proposed alignment. Potential threatened species habitat is also present, including within the nearby Dthinna Dthinnawan Nature Reserve.

The deviation may require clearing around Twin Rivers which should be avoided as it may provide habitat for threatened species.

The deviation runs directly through a bioregional wildlife corridor near Yelarbon.

Threatened species of flora and fauna have been identified within the 5 km buffer surrounding the line. The alignment traverses a state biodiversity significant area.

Between 5 and 10 km south of Yelarbon, the alignment traverses dominant 'of concern' Regional Ecosystem for 5 km and passes through ‘not of concern’ Regional Ecosystem near the Yelarbon node. The regional ecosystem is called ‘Yelarbon Desert’ and is a natural saline discharge area.

Soils – Significant limitation

Soils in the Yelarbon Desert are highly erosive as it is a natural discharge area. Soils in the area include cracking clays, Gilgai soils and alkaline soils, which are all potentially erosive.

Opportunities

This deviation would result in the inland rail bypassing Kildonan and Yelarbon which would avoid increasing noise levels in these towns. Other opportunities include:

Avoiding realignment to the east towards the Dthinna Dthinnawan Nature Reserve;

Optimising alignment to avoid potential areas of EEC and threatened species habitat and areas of ‘of concern’ Regional Ecosystem, where possible;

Optimising alignment to avoid impacts to identified Aboriginal sites;

Realigning the railway to the west around the Yelarbon Desert.

Cecilvale to Gowrie via Wyreema West (D09b & D17c)


This deviation includes a new line adjacent to the existing narrow gauge track between Cecilvale and Wyreema West (D09b) as well as a new line heading north from the Wyreema West node (D17c). The new track would join the existing rail corridor between of Gowrie and Oakey.

The route traverses a mix of pastoral land and wooded areas east of Cecilvale to the Wyreema West node. The terrain through this section is undulating to hilly, with some mountainous areas. From Wyreema West node, the route continues north on new track through predominantly cleared agricultural lands, apart from some scattered remnant vegetation at the northern end, to meet with the existing line at Gowrie, traversing flat to rolling terrain and avoiding hills and steeper gradients.

The route passes through the towns and rural settlements of Pittsworth and Southbrook, and rural residences associated with fringe suburbs of Toowoomba including Westbrook, Wellcamp and Charlton.

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The alignment crosses a number of major and minor roads including the Gore Highway (twice) and the Warrego Highway, and crosses numerous minor waterways draining west out of the foothills of the Great Dividing Range.



The line passes within 150 m Essential Habitat approximately 15 km from Cecilvale and within 60 m at 3 km from Wyreema West, as well as within 2 km at numerous other locations along the route. Several small areas of vegetation with biodiversity significance at the regional and state level are traversed.

The alignment traverses through one area of dominant 'of concern' Regional Ecosystem 5 km from Cecilvale and passes near dominant 'of concern' Regional Ecosystem east of the alignment at 14 km from Cecilvale. The alignment also traverses areas of ‘not of concern’ Regional Ecosystem.

Clearing would cause further vegetation and habitat fragmentation in the region, which may also have effects on threatened species in the area.


The communities of Pittsworth and Southbrook and rural residences west of Toowoomba may be subject to increased noise impacts (as well as air quality and visual impacts).


Several places of Indigenous heritage are located in the vicinity (some within 250 m) of the alignment between Cecilvale and Gowrie.

The Yandilla Street Group and Pittsworth Post Office are listed on the Register of the National Estate and are within 200 m of the alignment through Pittsworth. The former Pittsworth Shire Council Chambers is also within 200 m of the alignment in Pittsworth.


The alignment traverses over 30 minor waterways.

Opportunities

Optimising alignment to avoid Essential Habitat and Regional Ecosystem areas. Clearing of vegetation may require a permit and offsetting of cleared vegetation, where possible.

Realigning the route to bypass Pittsworth and Southbrook to reduce potential for increased noise impacts on residents. Route optimisation should consider noise impacts on rural residences west of Toowoomba.

Cecilvale to Gatton (south of Toowoomba) (D09b & D36c1)


This deviation includes a new line adjacent to the existing narrow gauge track between Cecilvale and Wyreema West (D09b) and a new line heading generally east from the Wyreema West node (D17c) to the Great Dividing Range. The route then heads north, passing between East Toowoomba and Withcott, before turning east to Lockyer’s Siding, and then on to Gatton. The deviation includes a number of sections of tunnel and the construction of a series of viaducts to span deep gorges and valleys.

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From Cecilvale to east of the town of Wyreema the route traverses pastoral land, through flat to undulating terrain. Approximately 3 km east of Wyreema the alignment heads into hilly to mountainous terrain as it crosses, and then winds its way down the eastern side of the Great Dividing Range, through patches of heavily vegetated areas, interspersed with cleared areas, generally in the valleys.

The route passes through the towns and rural settlements of Pittsworth and Southbrook, and passes in close proximity to the surrounding towns and outer suburbs of Toowoomba including Wyreema, Vale View, Top Camp, Preston, Silver Ridge, Redwood, Prince Henry Heights, as well as Withcott and Placid Hills further down the range. The alignment also passes through areas with numerous scattered rural residences.

The alignment crosses a number of major and minor roads including the Gore Highway (twice), the New England Highway and the Warrego Highway (twice), and crosses numerous waterways draining out of the western foothills of the Great Dividing Range and down the steeper eastern slopes.



The line passes within 150 m Essential Habitat approximately 15 km from Cecilvale and within 60 m at 3 km from Wyreema West and through sections of Essential Habitat between 16 and 26 km east of Wyreema West node and again for 5 km near Withcott.

The alignment traverses through one area of dominant 'of concern' Regional Ecosystem 5 km from Cecilvale and passes near dominant 'of concern' Regional Ecosystem east of the alignment at 14 km from Cecilvale, as well as large areas of Regional Ecosystem between 16 and 26 km east of Wyreema West node and again for 5 km near Withcott.

The alignment passes through and near numerous areas of habitat for rare and threatened flora, mainly associated with the ridges and valleys of the Great Dividing Range east of Toowoomba.

Extensive clearing through heavily vegetated areas along the ridgelines and slopes of the Great Dividing Range would be required during construction of this alignment, resulting in loss of vegetation, as well as habitat fragmentation, which may also affect threatened species in the area.


The communities of Vale View, Top Camp, Preston, Silver Ridge, Redwood, Prince Henry Heights and Withcott and rural residences in the area would be impacted by rail noise, well as air quality and visual impacts, as a result of the development of the inland route along this alignment. Many of these towns and residential areas are situated in valleys or on ridgelines associated with the range, where construction and operational noise of the railway may carry over large distances.

Additionally, the towns of Placid Hills, Helidon, Wyreema, Pittsworth and Southbrook may be subject to increased noise impacts due to increased traffic in the existing rail corridor.


Several places of Indigenous heritage are located in the vicinity of the alignment between Cecilvale and Gowrie (within 250 m) and between Withcott and Lockyer’s Siding (within 60 m)

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The alignment crosses Gormans Gap Road and the Main Line Railway, near Lockyer’s Siding, both listed on the Register of the National Estate. The alignment also passes through two sections of the Register of the National Estate listed Escarpment and Foot Hills of the Great Dividing Range at Toowoomba. The Yandilla Street Group and Pittsworth Post Office are also listed on the Register of the National Estate and are within 200 m of the alignment through Pittsworth. The former Pittsworth Shire Council Chambers is also within 200 m of the alignment in Pittsworth.

Protection Areas – Moderate limitation

The alignment passes to the south (within 2 km) of several large areas of Lockyer Forest Reserve, White Mountain Forest Reserve and Lockyer State Forest near Helidon.

Waterways – Moderate limitation

The alignment would require crossings of numerous waterways draining the eastern slopes of the Great Dividing Range. Because slopes are steep in this area, there is a potential for erosion and sedimentation of these waterways during construction.

Construction impacts – Significant limitation

Apart from track construction, the alignment includes five tunnels and four viaducts, as well as a number of bridges over waterways and major road crossings, most likely requiring a road overbridge. A significant amount of the works would be in steep terrain on the eastern slopes of the range, requiring extensive clearing of native vegetation, leading to potential soil and water quality impacts in nearby waterways.

Tunnelling works would include impacts to groundwater, erosion and sedimentation and impacts associated with storage and transport of tunnel spoil

Construction access is severely limited in some sections of the alignment, due to vegetation and terrain. Additional clearing and impacts to waterways may result from construction of access roads to facilitate construction works.

Opportunities

There are numerous opportunities to improve the alignment of this deviation to avoid the identified environmental constraints as listed above. However because of difficulties in finding a suitable route down the range, there is limited potential for route optimisation. Some opportunities that should be considered include:

Optimising alignment to avoid Essential Habitat and Regional Ecosystem areas and to avoid clearing large tracts of vegetation, where possible. Clearing of vegetation may require a permit and offsetting of cleared vegetation. An ecological survey would assist in determining potential impacts of various alignment options along this deviation.

Realigning the route to bypass Pittsworth and Southbrook and to maximise distance of the alignment to other towns in close proximity to reduce potential for increased noise impacts on residents. Route optimisation should consider noise impacts on rural residences also.

Optimising the alignment to minimise impacts to identified places of Indigenous heritage and to avoid impacts to items listed on the Register of the National Estate, where possible.

Considering all impacts associated with tunnel, bridge and viaduct works in detailed environmental assessment.

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Oakey bypass (D15c)


This deviation bypasses the town of Oakey, heading east from the Yargullen node, and then north east to rejoin the existing rail line between Oakey and Gowrie. The terrain is flat to hilly, passing through the edge of the Great Dividing Range western foothills.

The route passes mainly through cleared grazing and cropping land, apart for a 1.5 km section through a vegetated area 2-4 km from Yargullen node.

The alignment crosses two minor waterways (Westbrook Creek and Gowrie Creek) as well as the Warrego Highway and some other minor roads.



Items of Indigenous heritage significance may be located in the vicinity of the alignment.


The alignment traverses two waterways.


The alignment is likely to require some clearing of vegetation east of Yargullen, which is mapped as a ‘not of concern’ Regional Ecosystem. The alignment traverses one thin mapped area of biodiversity significance at the state level, which may require a permit to clear.

Opportunities

The deviation bypasses the town of Oakey, with reduced noise and air quality impacts being likely.

Optimising the route to avoid identified places of Indigenous heritage significance.

Optimising the route to minimise extent of vegetation clearing and avoid area of biodiversity significance, where possible.

Gowrie to Gatton low speed (D24c2)


This deviation involves a new line, generally adjacent to the existing narrow gauge track, between Gowrie and Gatton. The alignment heads west from Gowrie and then heads north after crossing the New England Highway, roughly following the ridgeline to Spring Bluff, then circling around to the east and then heading south to Lockyer Siding before continuing on to Gatton.

The terrain varies between mountainous to hilly and then undulating and rolling as the alignment follows the existing track down to Gatton. The alignment passes predominantly through vegetated areas associated with the hilly and mountainous terrain, crossing some small areas of farmland in the flatter areas to the east.

The route passes to the south of Gowrie and then through the outskirts of the communities of Blue Mountain Heights and Ballard, and then past Placid Hills and through Gatton. The alignment passes through areas with numerous scattered rural residences.

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The deviation crosses some numerous small waterways, including Lockyer’s Creek a number of times, and one major road, the New England Highway, as well as some smaller local roads.



The route passes through the White Mountain Forest Reserve for 1.4 km approximately 31 km along the alignment from Gowrie.

The alignment also passes to the south (within 2 km) of several large areas of Lockyer Forest Reserve and Lockyer State Forest near Helidon.

Flora and fauna – Significant limitation

The line passes through large expanses of mapped Essential Habitat and Regional Ecosystem for approximately 35 km between Gowrie and Helidon, particularly associated with the White Mountain and Lockyer Forest Reserves.

The alignment passes through and near numerous areas of habitat for rare and threatened flora, mainly associated with the hilly and mountainous terrain in the area.

Extensive clearing through heavily vegetated areas along the ridgelines and slopes of the would be required during construction of this alignment, resulting in loss of vegetation, as well as habitat fragmentation, which may also affect threatened species in the area.

Noise – Significant limitation

The communities of Blue Mountain Heights and Ballard as well as rural residences in the area would be impacted by rail noise, well as air quality and visual impacts, as a result of the development of the inland route along this alignment. Many of these towns and residential areas are situated in valleys or on ridgelines associated with the range, where construction and operational noise of the railway may carry over large distances.

The towns of Placid Hills and Helidon may also be subject to increased noise impacts due to increased traffic in the existing rail corridor.


Several places of Indigenous heritage are located in the vicinity of the alignment east of Gowrie (within 10 m), near Blue Mountain Heights and near Lockyer Creek (within 20 m).

The deviation crosses the Register of the National Estate listed Main Line Railway several times between Blue Mountain Heights and Helidon.

The alignment also passes through the Register of the National Estate listed Escarpment and foothills of the Great Dividing Range (near Blue Mountain Heights) and the Helidon Hills (at the White Mountain Forest Reserve).

The alignment also passes within close proximity to the Swansons railway bridge, the Lockyer Creek railway bridge (Gunn Park) and the Lockyer Creek railway bridge (Lockyer), which are all part of the existing railway. These are all state-registered places and are listed on the Register of the National Estate.

The Baillie Henderson Hospital site, at the northern edge of Toowoomba, is a state register heritage place and is located 500 m south of the alignment and to the north of Toowoomba

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Waterways – Moderate limitation

The alignment would require crossings of numerous waterways, with potential for erosion and sedimentation of these waterways during construction due to the steep slopes in this area.


A significant amount of the works would be in steep terrain, requiring extensive clearing of native vegetation, leading to potential soil and water quality impacts in nearby waterways.

Opportunities

Opportunities to improve the alignment of this deviation include:

Realigning the railway to the west to avoid passing through the White Mountain Forest Reserve.

Optimising the alignment to avoid Essential Habitat and Regional Ecosystem areas and to avoid clearing large tracts of vegetation, where possible. Clearing of vegetation may require a permit and offsetting of cleared vegetation. An ecological survey would assist in determining potential impacts of various alignment options along this deviation.

Realigning the route to bypass Blue Mountain Heights and Ballard to reduce potential for increased noise impacts on residents. Route optimisation should consider noise impacts on rural residences also.

Optimising the alignment to minimise impacts to identified places of Indigenous heritage and to avoid impacts to state heritage listed items and listed on the Register of the National Estate, where possible.

Summary of environmental issues – Moree to Brisbane

Key issues and opportunities for Moree to Brisbane section are listed in Table 5-3 and discussed below.

Table 5-3 Summary of issues and opportunities – Moree to Brisbane


Reference case

Moree (north) to Inglewood (D01a, D02a, D03c, D04b. D06a)

Passes through Whetstone State Forest (state and local biodiversity significance), potential impacts during upgrade works.

Traverses 10 km of floodplain near the Macintyre River.

Passes through Essential Habitat and Regional Ecosystems areas and vegetation with potential EECs, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Several indigenous heritage items in vicinity of alignment. Other indigenous sites likely to be present along waterways.

Ensure, in design and construction planning, minimal impacts outside of existing corridor through Whetstone State Forest during upgrade works.

Optimise route to avoid clearing / impacts to EECs, Regional Ecosystems and Essential Habitat.


Realignment to avoid indigenous cultural heritage items.

n/a

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Inglewood to Cecilvale (D07c, D08a)

Traverses the corner of Bringalily State Forest and passes within 400 m of Devine State Forest.

Passes through Essential Habitat, and 'of concern' and ‘endangered’ Regional Ecosystem areas, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Several indigenous heritage items in vicinity of alignment. Other indigenous sites likely to be present along waterways.

Passes over Condamine River and Condamine River Northern Branch biodiversity corridors.

Realign alignment to east to avoid crossing Bringalily State Forest. Avoid Devine State Forest during any route optimisation.

Optimise route to avoid clearing / impacts to EECs, Regional Ecosystems and Essential Habitat.

Realignment to avoid indigenous cultural heritage items.

Consider impacts to Condamine River and Condamine River Northern Branch, including associated biodiversity corridors, in bridge design and construction.

Consider deviating around Bringalily State Forest.

Cecilvale to Gowrie (D14c, D15a, D16a)

Passes through Essential Habitat and 'of concern' Regional Ecosystem areas, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Irongate Conservation Park within 2 km of alignment.

Increased noise and air quality impacts in Oakey.

Optimise route to avoid areas of Regional Ecosystem and Essential Habitat.

Ensure any route realignment does not impact on Irongate Conservation Park.

Consider deviation of Oakey (D15c) to minimise noise an air quality impacts in town.

n/a

Gowrie to Grandchester / Rosewood (D24c, D25c)

Passes through areas of Essential Habitat and Regional Ecosystem, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Passes in close proximity (within 100 m) of several listed cultural heritage items in Gatton and Forest Hill.

Passes in vicinity of numerous places of Indigenous heritage, including east of Toowoomba and near Gowrie.

Tunnelling and bridge works in steeper areas, potential soil erosion / water quality impacts (route crosses 30 waterways).

Passes through Gatton and Forest Hill and past rural residences in Lockyer Valley, potential noise impacts due to increased / new rail traffic.

Optimise alignment to avoid or minimise impacts to Essential Habitat and Regional Ecosystems areas.

Ensure route realignment does not impact on Lockyer Forest Reserve, White Mountain Reserve, Gatton National Park.

Optimise route or consider impacts to listed heritage items in close proximity of alignment during design and construction.

Optimise route to avoid impacts to identified places of Indigenous heritage.

Optimise route to minimise number of waterway crossings, consider impacts to water quality during tunnel design and construction.

Consider deviations of Gatton and Forest Hill (also minimises impacts to heritage places). Optimise route to avoid noise

n/a

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impacts on rural residences.

Grandchester / Rosewood to Acacia Ridge (D26c, D28a)

Passes through rural koala conservation area and areas of Essential Habitat and Regional Ecosystem, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Tunnelling and bridge works in steeper areas, potential soil erosion / water quality impacts (route crosses over 30 waterways).

Passes in close proximity of several listed cultural heritage items and items listed on the Register of the National Estate, including Flinders Peak, Kagaru and Acacia Ridge.

The alignment passes in the vicinity of places of Indigenous heritage near Grandchester and Peak Hill.

Optimise alignment to avoid or minimise traversing koala conservation. Ecological survey to assess impacts to koala populations and habitat.

Optimise alignment to avoid or minimise impacts to Essential Habitat and Regional Ecosystems areas.

Ensure route realignment does not impact on Gumptips Nature Reserve.

Optimise route or consider impacts to listed heritage items in close proximity of alignment during design and construction.

Optimise route to avoid impacts to identified places of Indigenous heritage.

Optimise route to minimise number of waterway crossings, consider impacts to water quality during tunnel design and construction.

Deviations

North Star to Yelarbon (D05c)

Passes within 5 km of Dthinna Dthinnawan Nature Reserve.

Several Indigenous heritage items within 1 km of alignment near Dumaresq Creek, potential for other Aboriginal heritage items near creeks.

Passes through Essential Habitat and Regional Ecosystems areas and vegetation with potential EEC’s, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Runs adjacent to floodplain and crosses over 20 waterways.

Passes through Yelarbon Desert, an ‘of concern’ Regional Ecosystem and contains highly erosive soils.

Deviation would avoid increasing noise impacts in Kildonan and Yelarbon.

Avoid realigning closer to Dthinna Dthinnawan Nature Reserve.

Realignment to avoid indigenous cultural heritage items near Dumaresq Creek.

Optimise route to avoid clearing / impacts to EEC’s, Regional Ecosystem and Essential Habitat areas.

Consider realignment to west around Yelarbon Desert.

Consider deviation following route optimisation to consider key issues listed. If route optimisation does not consider impacts to key issues listed, then the reference case is preferred (with route optimisation as described above).

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Cecilvale to Gowrie (via Wyreema West) (D09b, D17c)

Passes through/near Essential Habitat and Regional Ecosystems areas, potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Increased noise impacts in the towns of Pittsworth and Southbrook and to rural residences west of Toowoomba due to increased / new rail traffic.

Items of indigenous heritage are located in the vicinity of the alignment between Cecilvale and Gowrie.

This route would avoid passing through Oakey, avoiding increased noise impacts in this town.

Optimise route to avoid clearing / impacts Regional Ecosystem and Essential Habitat areas.

Consider bypassing the towns of Pittsworth and Southbrook. Optimise route to avoid noise impacts on rural residences west of Toowoomba.

Optimise route to avoid impacts on places of Indigenous heritage.

Reference case (plus D15c deviation) is preferred due to less impact on towns and rural residential areas.

Cecilvale to Gatton (south of Toowoomba) (D09b, D36c1)

Passes through/near Essential Habitat and Regional Ecosystem areas and would involve extensive clearing of vegetation, with potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Increased noise impacts in communities of Pittsworth, Southbrook, Wyreema, Vale View, Top Camp, Preston, Silver Ridge, Redwood, Prince Henry Heights, Withcott and Placid Hills and rural residences due to increased / new rail traffic.

Items of indigenous heritage are located in the vicinity of the alignment between Cecilvale and Gowrie and between Withcott and Lockyer’s Siding.

Crosses / passes through three items listed on the Register of the National Estate.

Alignment would require five tunnels, four viaducts and numerous road and waterway bridges, including a large amount of construction in steep terrain and through vegetation. Construction access is limited in some sections, with additional impacts likely for access.

This route would avoid passing through Oakey and Gowrie, avoiding increased noise impacts in these towns.

Optimise route to minimise vegetation clearing and impacts to Regional Ecosystem and Essential Habitat areas.

Consider bypassing the towns of Pittsworth and Southbrook and to maximise distance of the alignment to other towns in close proximity. Optimise route to avoid noise impacts on rural residences.

Optimise route to avoid impacts on places of Indigenous heritage and items listed on the Register of the National Estate.

Consider all impacts associated with tunnel, bridge and viaduct works in detailed environmental assessment.

Reference case (plus D15c deviation) is preferred due to significant impacts to flora and fauna, increased noise in a number of communities and rural residential areas and impacts associated with tunnel and viaduct construction in steep terrain.

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Oakey Deviation (D15c)

No key issues. This route would avoid passing through Oakey, avoiding increased noise impacts in this town.

Route optimisation to limit vegetation clearing and impacts to Indigenous heritage items.

Consider deviation.

Gowrie to Gatton low speed (D24c2)

Passes through the White Mountain Forest Reserve for 1.4 km approximately 31 km from Gowrie.

Passes through large areas of Essential Habitat and Regional Ecosystem between Gowrie and Helidon, and would involve extensive clearing of vegetation, with potential habitat loss / fragmentation. May require permit to clear and provision of compensatory offset areas.

Increased noise impacts in communities of Blue Mountain Heights and Ballard and rural residences due to increased / new rail traffic.

Items of indigenous heritage are located in the vicinity of the alignment east of Gowrie, near Blue Mountain Heights and near Lockyer Creek and between Withcott and Lockyer’s Siding.

Passes through / near items listed on the Register of the National Estate and state registered heritage places/items.

Realign to the west to avoid passing through the White Mountain Forest Reserve.

Optimise route to minimise vegetation clearing and impacts to Regional Ecosystem and Essential Habitat areas.

Consider bypassing the communities of Blue Mountain Heights and Ballard. Optimise route to avoid noise impacts on rural residences.

Optimise route to avoid impacts on places of Indigenous heritage and items listed on the Register of the National Estate and state registered heritage items.

Reference case is preferred due to impacts to White Mountain Forest Reserve, significant impacts to flora and fauna, increased noise in a number of communities and rural residential areas.

Key issues There are several key issues along the route between and Brisbane as large sections of this route involve either new greenfield track or a new line adjacent to existing narrow gauge track, either within the rail corridor or nearby. The areas through which the proposed route passes include both the western and eastern slopes of the Great Dividing Range and large areas of vegetation.

Much of the vegetation that the alignment passes through or near is mapped as areas of Essential Habitat and/or Regional Ecosystems and vegetation clearing associated with railway construction would potentially result in loss of vegetation and habitat for threatened species as well as fragmentation impacts. A major limitation of the alignment is that it passes through koala conservation areas west of Kagaru. Permission would be required to clear koala habitat and additional management or mitigation controls may be required (e.g. compensatory habitat, monitoring, etc).

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The alignment passes in close proximity of numerous listed cultural (historic) and Indigenous heritage items, that would have to be considered in alignment development or optimisation, particularly in Gatton and Forest Hill (historic heritage) and at Dumaresq Creek and around Toowoomba and Gowrie.

Specific constraints identified along the alignment include Whetstone State Forest (on existing track), Bringalily State Forest and the Macintyre River floodplain. The alignment also passes near other areas that should be avoided, including Devine State Forest, Irongate Conservation Park, Lockyer Forest Reserve, White Mountain Reserve, Gatton National Park and Gumptips Nature Reserve (along the reference case) and Yelarbon Desert and Dthinna Dthinnawan Nature Reserve (deviation D05c).

As a result of the development of the inland route through the region, increased noise impacts may be experienced in a number of towns and rural areas along the alignment, notably Oakey, Pittsworth, Southbrook, Gowrie, Gatton, Forest Hill and rural residences in the Lockyer Valley and west of Toowoomba.

Benefits associated with the construction and operation of the inland route between Moree and Brisbane would include socio-economic benefits to towns as a result of construction and upgrading works. Inland Rail would also provide better freight access to Brisbane for agricultural and resource (mining) products. Project-wide benefits of inland rail include reduced rail traffic on the coastal route and through the greater Sydney area.

Discussion on deviations and upgrades Because most of the route between Moree and Brisbane comprises new track, a comparison of deviations against the reference case is not as clear cut as it is further south where the reference case comprises mainly existing track. Nevertheless, there are key issues common to both the reference case and deviations. These include potential vegetation clearing in Essential Habitat and Regional Ecosystem areas, water quality impacts associated with river and creek crossings.

The deviation most preferred to the reference case is the Oakey bypass (D15c). Whilst there are potential impacts with regard to vegetation clearing and indigenous heritage places along both the reference case and this deviation, an Oakey bypass would avoid increased noise by placing increased rail traffic further from the town.

The Cecilvale to Gowrie deviation, via Wyreema West (D09b, D17c) would also avoid the inland route passing through Oakey. Unlike the bypass, however, it would direct increased rail traffic along the upgraded line through Pittsworth and Southbrook and then along new track between Wyreema West and Gowrie. This route would pass through agricultural and Toowoomba urban fringe areas west of Toowoomba, and there would be numerous residences in the vicinity of the proposed alignment. For this reason, the reference case (plus Oakey bypass - D15c) is the preferred alignment in this instance.

Both the Cecilvale to Gatton deviation, via Wyreema West (D09b, D36c1) and the Gowrie to Gatton low speed deviation (D24c2) have considerable constraints associated with them. These include significant vegetation clearing through Regional Ecosystem and Essential Habitat areas and potential impacts to identified Indigenous and non-Indigenous heritage items and places. Further, there would be construction impacts associated with building a railway through steep and vegetated areas with limited access, particularly where tunnels and viaducts are the be built. Both these deviation options would result in increased noise impacts in rural communities as a result of increased, or the introduction of, rail traffic.

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The North Star to Yelarbon deviation (D05c), and the reference case it would replace, both face common environmental constraints along the alignment. These include potential impacts to Indigenous heritage sites and mapped Essential Habitats, Regional Ecosystem and potential EEC areas. However the deviation would minimise noise impacts in Yelarbon and Kildonan, would avoid traversing the Macintyre River floodplain and would avoid the need to upgrade track through the Whetstone State Forest. The deviation is therefore preferred to the reference case on the proviso that route optimisation aims to avoid impacts within the Yelarbon Desert; that it does not impact upon the nearby Dthinna Dthinnawan Nature Reserve; and that it minimises impacts to the other constraints identified. If this is not possible, the reference case would be preferred.

As the deviations and large sections of the reference case would involve construction of a new rail line, often for significant distances, there are numerous opportunities to avoid, or minimise impacts to, identified constraints. These include bypassing towns and optimising the alignment around vegetation or habitat areas.

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6. Conclusion 6.1 Overview

The purpose of this working paper is to provide an assessment of the environmental constraints for the reference case plus potential deviations for the Melbourne to Brisbane inland railway and to outline the assessment methods used to consider these issues. This information will be used to help select and optimise the preferred alignment for further consideration in Stage 3. It will also be used to help identify key environmental issues that will require more detailed assessment in Stage 3 of the study.

In considering the environmental issues associated with the planning, design, construction and operation of the railway, the main aim has been to identify environmental constraints and opportunities that:

Will enable the rail corridor to be developed in a way that minimises impacts on the biophysical and social environment; and

Represent potential problems for the project with regard to legislative requirements, potential time delays or significant cost.

Identification of environmental constraints and opportunities along the route (reference case and deviations) has been undertaken using a GIS-based approach, with map layers for various issues, including vegetation, threatened species, heritage, landscape (terrain), hydrology and geology. The relevant GIS layers have been reviewed on a section by section basis, with environmental constraints determined and rated as significant, moderate or other. Opportunities for achieving a high standard of environmental management have also been identified.

6.2 Summary of key issues and opportunities The key issues along the Melbourne to Brisbane inland route vary along the length of the alignment. However some common themes include:

Flora and fauna Potential impacts as a result of vegetation clearing to areas mapped as Essential Habitat and Regional Ecosystems or where there is the potential to contain and EEC, such as loss of vegetation and threatened species habitat, fragmentation and edge effects.

Historic heritage items along existing track sections Potential impacts to existing buildings and structures (e.g. railway bridges) in areas where the track is to be upgraded.

Indigenous heritage along new sections Potential impacts to known Aboriginal sites along new sections, or areas with high likelihood of sites, particularly associated with watercourse.

Noise Potentially elevated noise levels as a result of increased rail traffic through towns, urban fringe or agricultural areas where rural residences are in the vicinity of the alignment.

Floodplains Impacts to upstream and downstream flooding (e.g. flood levels, regimes, retention time) as a result of new track and implications of flooding on the railway.

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There are also a number of sections that may pass through or near a protection area (e.g. Conservation Reserve, State Forest) which may result in delays associated with consultation and/or approval, or costs related to offsetting any land acquired or vegetation clearing.

Major constraints identified through the assessment of the inland route included the reference case (D26c) west of Kagaru that passed through koala conservation areas, a section of the reference case between Inglewood and Cecilvale (D07c) that passes through the Bringalily State Forest as well as the proposed deviation at Boomley (C03b3) with potentially significant impacts to mapped areas of EECs that are associated with the Goonoo State Forest.

There are a number of benefits that would result from the development of an inland freight route between Melbourne and Sydney. Numerous rural towns would benefits from either reduced impacts as a result of bypasses, or socio-economic benefits during construction works. On the wider scale, the reduced rail traffic on the coastal route and in particular through the urban environs of greater Sydney would result in some benefits to the communities along the rail corridor.

Summary of opportunities The most significant opportunities are those that avoid or minimise impacts to environmental constraints along the alignment. These can be broadly grouped as follows:

1. Deviations or route optimisation that avoid protection areas, specifically:

Goonoo State Forest Lockyer Forest Reserve

Trinkey State Forest White Mountain Forest Reserve

Whetstone State Forest Gatton National Park

Bringalily State Forest Gumtips Nature Reserve

Devine State Forest Dthinna Dthinnawan Nature Reserve

Irongate Conservation Park Yelarbon Desert

2. Selecting deviations that bypass towns, or the reference case where deviations pass through towns, to minimise noise impacts (and air quality and visual impacts);

3. Route optimisation and refinement to avoid or minimise:

vegetation clearing, loss of habitat and fragmentation

impacts to Indigenous heritage items

4. Deviations that avoid listed heritage items, e.g. the Bethungra Spiral and the Macquarie River Rail Bridge, at Dubbo;

5. Consideration of flooding during design and construction.

6.3 Outline for Stage 3 assessment The Stage 3 assessment will comprise a preliminary environmental assessment of the route, as identified based on the results of the Stage 2 assessment. The preliminary environmental assessment will include further detailed mapping of the environmental constraints and opportunities associated with the route as well as verification of issues through site visits and ground-truthing. The Stage 3 assessment will be issues based rather than being based on sections of rail alignment as in Stages 1 and 2.

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A preliminary environmental assessment is a tool used to identify the key environmental issues to be assessed as part of the overall planning approvals process for a project. The preliminary assessment will identify the risks associated with each issue and the likely level of mitigation required to address these risks.

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page A-1

Appendix A

Figures

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Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page B-1

Appendix B

Planning assessment

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Queensland Table B-1: Queensland State Planning Acts

Legislation Application to the project

Integrated Planning Act 1997

The Integrated Planning Act 1997 (IPA) forms the foundation of Queensland’s planning and development legislation. It includes the Integrated Development Assessment System (IDAS), being the process for development assessment in Queensland. The IPA also establishes a process for the designation of land for community infrastructure. Under the IPA, two approval processes exist for obtaining the required planning approvals for the project. These approval processes are: Making a development application under Chapter 3 of the IPA using the applicable local authority planning schemes (see Table A.4), through the IDAS process. Designation of the land for community infrastructure under Chapter 2, Part 6 of the IPA. Any Minister or local authority may designate private or publicly owned land for community infrastructure purposes if the Minister or local authority is satisfied that the infrastructure will be beneficial to the public. Notwithstanding, a project’s qualification as community infrastructure does not obviate the need to obtain other approvals prescribed under Schedule 8 of the IPA. This has been discussed previously in Section 2.1.7

Aboriginal Land Act 1991

The Aboriginal Land Act 1991 provides for the grant, and the claim and grant, of land as Aboriginal land, and for other purposes. Development such as the inland rail project must consider these claims for, and grants of Aboriginal land under this Act.

Forestry Act 1959 The Forestry Act 1959 (Forestry Act) regulates the use of forest products such as timber on all State land including State forests, leasehold land and unallocated State land. The Forestry Act is jointly administered by Department of Primary Industries and Fisheries (DPI&F), the Department of Natural Resources and Water (DNRW) and the Environment Protection Authority (EPA).

Fisheries Act 1994 The Fisheries Act 1994 provides for the use, conservation and enhancement of the community’s fisheries resources and fish habitats in a way that seeks to apply and balance the principles of ecologically sustainable development; and promote ecologically sustainable development.

Nature Conservation Act 1992 (NC Act); Nature Conservation Regulations; and Nature Conservation Plans (Various)

The Nature Conservation Act 1992 Act provides for the conservation of nature, specifically Queensland’s biodiversity (Section 4). Supporting this, the Nature Conservation Regulations provide specific provisions relating to matters such as Protected Areas Management and Protected Areas; and Wildlife Management. The Nature Conservation Plans provide specific provisions such as habitat protection, development control, licensing, and management plans and programs.

Nature Conservation (Wildlife) Regulation 2006

In support of the purpose and the provisions of the Nature Conservation Act, the Nature Conservation (Wildlife) Regulation 2006 lists all flora and fauna species which are considered to be ‘extinct in the wild’, ‘endangered’, ‘vulnerable, ’rare’, ‘near threatened’ and ‘least concern’ wildlife. A variety of aspects associated with the conservation of nature are regulated under the Nature Conservation Act. Accordingly, some or all of the following permits may be required for the project: Protected Animals Movement Permits (Section 88); Protected Plants Clearing Permits (Section 89); Wildlife Movement Permits (Section 97) [for wildlife not protected under the Nature Conservation Act but found in certain areas covered by conservation plans created and implemented under the Nature Conservation Act].

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Vegetation Management Act 1999

The Vegetation Management Act 1999 makes clearing of native vegetation on freehold and leasehold land assessable development under Schedule 8 of the IPA, requiring a development permit. As part of the process of developing a State-wide system for the management of native vegetation on freehold and leasehold land for the Vegetation Management Act, the concept of a regional ecosystem (RE) was developed. REs are attributed a conservation status under the Vegetation Management Act, as well as a biodiversity status by the EPA. The conservation status for each RE is assigned as one of three categories: 'endangered', 'of concern' or ‘not of concern', based upon an estimate of the RE’s pre-clearing distribution, and how much of it remains. Stringent regulatory controls are in place under the Regional Vegetation Management Code (DNRW 2006) for the clearing of ‘of concern’ and ‘endangered’ vegetation.

Environmental Protection Act 1994 (EP Act) & Environmental Protection Regulation 2008 (EP Reg)

The Environmental Protection Act 1994 and Environmental Protection Regulation 2008 provide the key legislative framework for environmental management and protection in Queensland. In particular the Environment Protection Act requires projects such as Inland Rail to establish a general environmental duty as part of its undertaking, under Section 319 of the Act Section 319 of the Environment Protection Act places a general environmental duty on the development of infrastructure to ensure that ‘it does not carry out any activity that causes, or is likely to cause, environmental harm unless the person takes all reasonable and practicable measures to prevent or minimise the harm’. Regulations under the Environment Protection Act govern activities that will, or have the potential, to release contaminants into the environment and which may cause environmental harm. These are defined as Environmentally Relevant Activities. Environmentally Relevant Activities are assessable development under the IPA and require development approval, subject to certain exemptions.

Water Act 2000 The purpose of the Water Act 2000 is to provide for the sustainable management of water and other resources. Under Section 266 of the Water Act 2000, a riverine protection permit is generally required from the Queensland Department of Natural Resources and Water to: destroy vegetation in a watercourse; excavate in a watercourse; place fill in a watercourse.

Coastal Protection and Management Act 1995

Under the Coastal Protection and Management Act 1995, the State Coastal Management Plan and subsequent Regional Coastal Management Plans have the status of a state planning policy for the purposes of making and amending planning schemes and assessing and deciding development applications. The State Coastal Management Plan provides a framework to address and manage pressures on the coastal zone and as part of its core topics, emphasises that development should occur in an ecologically sustainable manner. The State Coastal Management Plan is not relevant to the project as this proposal is in an area that:

is physically distant from coastal environments with the study alignment being located in an inland hinterland area;

is generally a modified rural area; does not contain significant physical features, ecological or natural processes or human

activities that affect, or have the potential to affect, the coast or coastal resources; irrespective of whether being a catchment or not, does not comprise proposed

development that would have the ability to significantly impact on the coast or coastal resources.

Land Act 1994 The Land Act 1994 (Land Act) provides a framework for the allocation of State land as leasehold, freehold or other tenure. Permits may be acquired under the Land Act from the Department of Natural Resources and Water for the occupation of a reserve or unallocated state land.

Soil Conservation Act 1986

The Soil Conservation Act 1986 provides for the preparation of plans that outline works and measures that may be used to contain soil erosion. A Notice or Order may be issued requiring compliance with the approved plan.

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State Development and Public Works Organisation Act 1971

Part 4 of the State Development and Public Works Organisation Act 1971 (SDPWOA) provides a defined statutory process for environmental impact assessment of development through the preparation of an Environmental Impact Statement (EIS). The Queensland Coordinator-General (CG) may declare a proposal to be a significant project, for which an EIS is required, under Section 26(1)(a) of this Act. Only the most important or strategic projects, where there is a requirement for centralised coordination of the assessment and approval process, will be declared significant projects. It has been assumed that due to the strategic nature of this proposal, and the complexity of the standard approvals pathway which may apply, that the project could warrant declaration as a significant project under this Act. It should be noted that such a declaration does not imply government approval of the project. The process for a significant project for which an EIS is required is summarised in the EIS process flowchart in Figure 2-1.

Transport Infrastructure Act 1994

The overall objective of the Transport Infrastructure Act 1994 is to provide a regime that allows for and encourages effective integrated planning and efficient management of a system of transport infrastructure. In particular, the objectives of this Act are, for rail –to establish a regime that: (i) contributes to overall transport effectiveness and efficiency; and (ii) provides for adequate levels of safety; and (iii) contributes to lower transport costs by allowing the maximum flexibility in rail transport operations consistent with achieving safety objectives; and (v) allows railway managers and operators to make decisions on a commercial basis; and (vi) provides a framework under which Queensland Rail may operate as required by the Government Owned Corporations Act 1993. In addition to these objectives, and relevant to this proposal, the powers and discretions conferred by this Act may be exercised in accordance with an agreement or arrangement between the State and the Commonwealth about the funding of transport infrastructure.

Queensland Heritage Act 1992 (QH Act)

European cultural heritage derives State protection pursuant to the Queensland Heritage Act 1992. This legislation protects those areas that are considered to be of State significance and are placed on the 'Queensland Heritage Register', which is administered by the Heritage Council. For these areas, approval by the Heritage Council is required if any development is proposed. Unless a registered place, area or relic is of cultural heritage significance to both European and Aboriginal and Torres Strait Islander peoples, the Queensland Heritage Act does not apply to areas of indigenous cultural heritage (Section 3). Indigenous cultural heritage in Queensland is protected under the Aboriginal Cultural Heritage Act 2003.

Aboriginal Cultural Heritage Act 2003

The Aboriginal Cultural Heritage Act 2003 repeals the Cultural Records (Landscapes Queensland and Queensland Estate) Act 1987 and introduces separate (albeit similar) regimes for the protection of significant Aboriginal cultural heritage, including the establishment of a register of Aboriginal cultural heritage and processes for addressing land use impacts.

Native Title (Queensland) Act 1993

The objective of the Native Title (Queensland) Act 1993 is to achieve consistency with the Commonwealth Native Title Act 1993. It validates past acts that were invalidated because of the existence of native title and confirms various rights conferred by those acts, and provides for consistency with the Commonwealth Act in providing for the recognition and protection of native title and establishing ways in which future dealings regarding native title may proceed.

Table B-2: Queensland State Planning Policies

State Planning Policy

Application to the project

State Planning Policy (SPP) 1/92 – Development and Conservation of

This SPP aims to protect and conserve good quality agricultural land. Good quality agricultural land (GQAL) has a special importance and should not be built on unless there is an overriding need for the development in terms of public benefit and no other site is suitable for the particular purpose.

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State Planning Policy


Agricultural Land This SPP addresses the conservation of GQAL and provides guidance to local authorities on how this conservation issue should be addressed when carrying out their range of planning duties and developing planning schemes. Local authorities, the Planning and Environment Court and the State government are required to have due regard to this policy when carrying out their planning functions.

State Planning Policy 2/02 - Planning and Managing Development Involving Acid Sulfate Soils

This SPP sets out the State’s interests concerning development involving acid sulfate soils in low-lying coastal areas. It outlines planning and construction procedures for undertaking development in the areas outlined in Annex 1 of the SPP. This SPP applies to certain coastal areas of Queensland where the natural ground level is less than 20 m Australian Height Datum (AHD) and soil below 5 m AHD is disturbed by the proposed works.

State Planning Policy 1/03 – Mitigating the Adverse Impact of Flood, Bushfire and Landslides

The purpose of this policy is to set out the state government’s interests with regard to natural hazards of flood, bushfire and landslide and ensure these matters are adequately addressed when carrying out development assessment.

Development in the vicinity of certain airports and aviation facilities – SPP 1/02

This SPP sets out broad principles concerning development in the vicinity of airports and aviation facilities considered essential for the state’s transport infrastructure or national defence system. It also contains broad principles for protecting airports and associated aeronautical facilities from encroachment by incompatible developments, in the interest of maintaining operational integrity and community safety.

Table B-3: Queensland Regional Plans

Regional Environmental Plans


South East Queensland Regional Plan 2005 – 2026

The South East Queensland Regional Plan 2005–26 (the Regional Plan) was adopted on 30 June 2005. The Regional Plan provides statutory backing for managing the region’s anticipated growth in the south-east Queensland region, from the former Noosa Shire Council area to the Gold Coast City Council, until 2026. The mapping which accompanies the Regional Plan identifies that the study corridor would be partly contained in the ‘urban footprint’ designation. The intent of the ‘urban footprint’ designation is to ensure that land is identified for urban development requirements. Development in these areas comprises existing urban development and greenfield areas which may be appropriate for future urban development. Urban development generally includes housing, industry, business, infrastructure, community facilities and urban open space. No regulatory provisions are relevant to the project location within the urban footprint designation.

Draft South East Queensland Regional Plan 2009 – 2031

The Draft South East Queensland Regional Plan 2009–31 (the Draft Regional Plan) and the draft State planning regulatory provisions were released for submissions from December 2008 to April 2009, following a review of the South East Queensland Regional Plan 2005-2026. The Draft Regional Plan refines and modifies the strategic directions, principles and policies of the previous South-east Queensland Regional Plan 2005-2026 to respond to the emerging issues. Population and housing projections have been extended to 2031 and the implications for accommodating growth in south-east Queensland have been examined.

South-East Queensland Infrastructure Plan and Program 2008 – 2026

The South-East Queensland Infrastructure Plan (SEQIP) establishes infrastructure priorities that support the objectives of the Regional Plan. The priority relates to timely and appropriate infrastructure development for the next 10 years, but also considers the longer-term planning horizon of the Regional Plan. It is intended that the SEQIP will provide increased coordination of infrastructure and services provided by state agencies, government-owned corporations, local authorities and the private sector.

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Nature Conservation (Koala) Conservation Plan 2006 and Management Program 2006 to 2016

The Nature Conservation (Koala) Conservation Plan 2006 (KCP) replaces the Interim Guideline: Koalas and Development released under the Regional Plan. The Koala Conservation accords with Section 112 of the Nature Conservation Act and addresses the following matters relevant to this study: key threats concerning koalas provides important strategies to stop koala decline and addresses habitat protection vegetation clearing development State government infrastructure.

Draft South East Queensland Koala State Planning Regulatory Provisions

The draft South East Queensland Koala State planning regulatory provisions (draft SEQ Koala SPRP) came into effect on 12 December 2008. For development within the South-east Queensland urban footprint (as defined within the South East Queensland Regional Plan), the draft SEQ Koala SPRP will replace the current koala protection measures in place under the Nature Conservation (Koala) Conservation Plan 2006 and Management Program 2006-2016.

Table B-4: Queensland local government areas and applicable Environmental Planning Instruments

Local Government Area Local Planning Instrument(s)

Brisbane City Council Brisbane City Plan 2000

Goondiwindi Regional Council Planning Scheme for Inglewood Shire 2006 Planning Scheme for Waggamba Shire 2006 Planning Scheme for Goondiwindi Town 2006

Ipswich City Council Consolidated Ipswich Planning Scheme 2006


Gatton Shire Council Planning Scheme (in planning)

Logan City Council Logan Planning Scheme 2006 Beaudesert Planning Scheme 2007 Gold Coast Planning Scheme 2003

Scenic Rim Regional Council Beaudesert Planning Scheme 2007 Boonah Shire Planning Scheme 2006

Toowoomba Regional Council Millmerran Planning Scheme 2006 Jondaryan Planning Scheme 2009 Pittsworth Planning Scheme 2006 Toowoomba Planning Scheme 2003 Draft Toowoomba Regional Planning Scheme (currently being developed)

All applicable local authorities Local Laws A local law is a law adopted by a local government that reflects community needs and ensures the good rule and government of the local government area. Local laws are created via the process set out in Queensland’s Local Government Act 1993. Local laws of each of the applicable Council areas will need to be identified and considered during the detailed design phase and as part of this EIS.

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New South Wales Table B-5: NSW State Planning Acts


Environmental Planning and Assessment Act 1979

The principal legislation that manages planning and development approvals in NSW is the Environmental Planning and Assessment Act 1979 (EP&A Act). The EP&A Act is governed by the Minister for Planning and sets out planning, environmental impact assessment and approval regimes for proposals in NSW. The Act provides three approval pathways (Part 3A, 4 and 5) for development within NSW. An outline of the planning process for the Project under Part 3A, 4 and 5 of the Act is provided in Section 2.1.7 of this report. If a development requires any of the approvals which are identified in Section 91 of the EP&A Act, it is considered to be ‘integrated development’. Approvals required include those required under Acts such as the Heritage Act 1977, Protection of the Environment Operations Act 1997, National Parks and Wildlife Act 1974 and the Water Management Act 2000. The project is likely to need to be considered as integrated development. The potential implications of these acts on the project are briefly discussed below.

Environmental Planning and Assessment Regulation 2000

Development depending on its type and location can be determined ‘designated development’ in accordance with Schedule 3 of this Regulation. Schedule 3 lists ‘railway freight terminals’ as development that is considered designated development. Designated development requires Council/DoP to seek concurrence with relevant public authorities prior to granting development approval for a project.

Threatened Species Conservation Act 1995

The Threatened Species Conservation Act 1995 identifies various tools for managing the conservation of biodiversity and the protection of threatened species, populations, communities and their habitats at the landscape scale. The key areas which would impact on the project would include: the listing of threatened species of flora and fauna; the need to assess significance of any impact, including an analysis of the likely impacts

of a proposed development, and whether further assessment needs to be undertaken through a species impact statement.

A flora and fauna assessment in accordance with this Act is likely to be required as part of the approval process for the project. The Department of Environment and Climate Change is responsible for administering the Act.

Protection of the Environment Operations Act 1997

The Protection of the Environment Operations Act 1997 (NSW) consolidates the key pollution statutes relating to air, water, noise, pollution and environmental offences and establishes a duty to notify either the Environmental Protection Authority or the local council where incidents are likely to cause material harm to the environment. In addition, the Act provides for integrated environmental licensing arrangement for scheduled activities. Under the Protection of the Environment Operations Act, an environmental protection licence is required for scheduled activities in Schedule 1 of the Act. Item 33 of Schedule 1 identifies ‘railway systems activities’ as an activity which is declared to be a scheduled activity. This activity would therefore be likely to trigger a scheduled activity requiring an environmental protection licence. The Department of Environment and Climate Change is responsible for administering the Act.

Heritage Act 1977 The Heritage Act 1977 aims to protect and preserve items of non-indigenous heritage significance. The Heritage Act provides for the protection of items of local, regional and state heritage significance. It establishes a list of State Heritage Items and outlines processes for approval of development which may impact items of heritage significance. Identification of heritage sites throughout the project corridor would need to be considered as part of the approvals process / environmental assessment. The Department of Environment, Water, Heritage and the Arts is responsible for administering the Act.

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National Parks and Wildlife Act 1974

The National Parks & Wildlife Act 1974 provides for the control and management of all national parks, historic sites, nature reserves, reserves, wetlands and other state reserves. State conservation areas, karst conservation reserves and regional parks are also administered under the Act. The Act also provides statutory protection for all Aboriginal ‘objects’ (consisting of any material evidence of the Aboriginal occupation of NSW) under Section 90 of the Act, and for ‘Aboriginal Places’ (areas of cultural significance to the Aboriginal community) under Section 84. Aboriginal objects are afforded automatic statutory protection in NSW. Identification of indigenous heritage sites/areas throughout the project corridor would need to be considered as part of the approvals process / environmental assessment. The Department of Environment and Climate Change is responsible for administering the Act.

Water Management Act 2000

The Water Management Act 2000 No 92 replaced the provisions of the Rivers and Foreshores Improvement Act 1948 coming into effect from February 2008. The Water Management Act provides for the protection of river and lakeside land in NSW and aims to provide for the sustainable management of the water sources throughout NSW. The Act identifies the provisions relating to ‘controlled activities’ which includes (among other definitions) ‘the carrying out of any other activity that affects the quantity or flow of water in a water source’ or land fronting a waterway. The project is likely to have impact on a number of areas which will affect the flow of rivers, creeks and streams (including culverts etc). As such, a controlled activity approval is likely to be required as part of the development approvals process. The Department of Water and Energy is responsible for administering the Act.

Fisheries Management Act 1994

The Fisheries Management Act 1994 provides for the protection of threatened fish and marine vegetation is administered by the Department of Primary Industries. The Act aims to conserve, develop and share fishery resources and conserve marine species, habitats and diversity. Assessment of impact on threatened species, populations and communities is required in accordance with Part 7A of the Fisheries Management Act 1994 and the Threatened Species Conservation Act. During the preparation of an environmental assessment, an aquatic assessment report may be required which will be required to identify any threatened aquatic species within the proposed project corridor or identify if there is potential for any threatening processes related to the development. The Department of Primary Industries is responsible for administering the Act.

Native Vegetation Act 2003

In 2005 the NSW Government introduced the Native Vegetation Act 2003 as a way of preventing large-scale land clearing across NSW. Under the Act, all clearing requires approval through either a Property Vegetation Plan (PVP) or a Development Consent, unless it is on land: that is excluded from the NV Act (including National parks and conservation areas, state

forests and reserves and urban areas); which is categorised as excluded clearing; or is a permitted clearing activity.

It is likely that clearing of trees will be undertaken and that consent for this clearing will be required. The Department of Environment and Climate Change is responsible for administering the Act.

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Roads Act 1993 The Roads Act 1993 provides provisions for a number of issues including the establishment of procedures for opening and closing public roads in addition to regulating the carrying out of various activities on public roads. It is likely that the project will be required to pass either over or under various public roads within NSW. The provisions of this act will therefore be required to be addressed prior to obtaining planning approval. The Act notes in Section 7 that:

‘(1) The RTA is the roads authority for all freeways. (2) The Minister is the roads authority for all Crown roads.

(4) The council of a local government area is the roads authority for all public roads within the area, other than:

(a) any freeway or Crown road, and (b) any public road for which some other public authority is declared by the regulations to be the roads authority.’

Contaminated Land Management Act 1997

This Act establish a process for investigating and remediating land and enables the EPA to respond to contamination that is causing a significant risk of harm to human health or the environment, and sets out criteria for determining whether such a risk exists. As part of the assessment of the project during the development approvals process, consideration of any contaminated land sites to be developed on will need to be given, and where required under the provisions of State Environmental Planning Policy 55, be identified for remediation. The extent to which remediation will need to occur will depend on the previous land uses of the sites across which the project will occur. It is likely that as a minimum, a Phase 1 contamination study for the proposed corridor will need to be undertaken. The Department of Environment and Climate Change is responsible for administering the Act.

Crown Lands Act 1989

The Crown Lands Act 1989 requires that a land assessment be undertaken before a number of actions are taken over Crown land (e.g. sale, lease or licence). However, it is noted that there is no statutory link between the land assessment process and the approval process (Part3A, 4 or 5) under the EP&A Act 1979. Once the route has been defined further investigation should be undertaken as to whether the project will be located on any Crown land. The Department of Lands is responsible for administering the Act.

Note: In the event that the project is to be considered under the provisions of Part 3A project, approvals under some of the abovementioned acts may not be required. Clause 75U of the EP&A Act overrides some of the concurrent approvals which are required under acts including the Water Management Act 2000, Heritage Act 1977 and the National Parks and Wildlife Act 1974.

Table B-6: NSW State Environmental Planning Policies

State Environmental Planning Policy


State Environmental Planning Policy (Major Development) 2005

As described previously regarding the EP&A Act, for a major infrastructure project such as the proposed rail corridor, Part 3A of the EP&A Act would apply. The Major Development SEPP aims to identify projects that are to be assessed under Part 3A of the EP&A Act 1979. The Act provides a list of development that is considered of state significance and therefore should be assessed under Part 3A of the EP&A Act. The SEPP also states that development may also be assessed under Part 3A of the EP&A Act if in the opinion of the Minister it is considered of state or regional significance. Section 2.3 provides a discussion on the relevance of this SEPP (and Part 3A of the EP&A Act) to the approval of the project.

State Environmental Planning Policy (Infrastructure) 2007

Provides a consistent planning regime for infrastructure and the provision of services across NSW, along with providing for consultation with relevant public authorities during the assessment process. The SEPP supports greater flexibility in the location of infrastructure and service facilities along with improved regulatory certainty and efficiency.

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State Environmental Planning Policy 19 – Bushland in Urban Areas

This SEPP applies to Local Government Areas outlined in Schedule 1 of the SEPP and aims to protect and preserve bushland in urban areas. A project must consider the aims of the Policy if it plans to disturb bushland zoned or reserved as public open space purposes. As part of the approvals process for the project, an assessment of the need to protect and preserve bushland may need to be undertaken.

State Environmental Planning Policy 44 – Koala Habitat Protection

The aim of SEPP 44 is to encourage the proper conservation and management of areas of natural vegetation that provide habitat for koalas. Approximately half of the Local Government Areas through which the project corridor passes comprises land to which this SEPP applies. SEPP 44 details development controls that apply to land in the relevant LGAs (many of which are applicable to the project area) for which a development application has been made, and which is more than one hectare in size. Development applications in relation to such land cannot be approved prior to certain investigations of koala habitat to determine whether the land constitutes ‘potential’ or ‘core’ koala habitat. As part of the environmental assessment process for the project, an assessment of this SEPP may need to be undertaken.

State Environmental Planning Policy 55 – Remediation of Land

Under SEPP 55, planning authorities in NSW are required to consider during the approval process the potential for contamination to adversely affect the suitability of a site for its proposed use. The policy states that land must not be developed if it is unsuitable for a proposed use because it is contaminated. All land in NSW is subject to the controls of SEPP 55. As part of the approvals process for the project, an assessment of the likelihood of any contaminated sites (and the extent of contamination) may need to be undertaken. As described under the Contaminated Land Management Act 1997, it is likely that a Phase 1 contamination study for the proposed corridor will need to be undertaken.

Table B-7: NSW Regional Environmental Plans



Orana Regional Environmental Plan No 1—Siding Spring

Orana Regional Environmental Plan No 1—Siding Spring applies to all land within the Shires of Coonabarabran, Coonamble and Gilgandra and the City of Dubbo, one of which (Dubbo) is applicable to the project. The plan aims to manage land use surrounding the Siding Springs Observatory. In accordance with this REP the project may need to consider the potential impact of light emissions which may occur as a result of the proposed development (e.g. freight trains at night) and the impact of this on the Observatory.

Table B-8: NSW local government areas and applicable Environmental Planning Instruments


Albury City Council Albury Local Environmental Plan 2000 Hume Shire Local Environmental Plan 2001 (a Plan covering the Local Government Area of the former Hume Shire Council until the new comprehensive Albury LEP)

Cootamundra Shire Council Draft Cootamundra Local Environmental Plan 2005 (does not appear to be gazetted yet)

Dubbo City Council Dubbo Local Environmental Plan 1997—Rural Areas Dubbo Local Environmental Plan 1998—Urban Areas

Forbes Shire Council Forbes Local Environmental Plan 1986

Greater Hume Shire Council Hume Local Environmental Plan 2001 Culcairn Local Environmental Plan 1998 Holbrook Interim Development Order 1970

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Gunnedah Shire Council Gunnedah Local Environmental Plan 1998

Gwydir Shire Council Barraba Local Environment Plan 1990 Bingara Local Environment Plan 1994 Yallaroi Local Environmental Plan 1991

Inverell Shire Council Inverell Local Environmental Plan 1988

Junee Shire Council Junee Local Environment Plan 1992

Liverpool Plains Shire Council Quirindi Local Environmental Plan 1991 Murrurundi Local Environmental Plan 1993 Parry Local Environmental Plan 1987 and Gunnedah Local Environmental Plan 1998

Lockhart Shire Council Lockhart Local Environment Plan 2004

Moree Plains Shire Council Moree Plains Local Environmental Plan 1998 Draft Moree Plains Local Environmental Plan 2008 (currently with Department of Planning awaiting gazettal)

Narrabri Shire Council Narrabri Local Environmental Plan 1992 Narrabri Local Environmental Plan No 2 Narrabri Local Environmental Plan No 5 (Township of Boggabri).

Narromine Shire Council Narromine Local Environmental Plan 1997

Parkes Shire Council Parkes Local Environmental Plan 1990

Wagga Wagga City Council Wagga Wagga Local Environmental Plan 1985 Wagga Wagga Rural Local Environmental Plan 1991

Warrumbungle Shire Council Coolah Local Environmental Plan 2000

Weddin Shire Council Weddin Local Environmental Plan 2002

Wellington Shire Council Wellington Local Environment Plan 1995

Young Shire Council Young Local Environmental Plan 1991—Urban Lands Young Local Environmental Rural Plan 1993

Melbourne – Brisbane Inland Rail Alignment Study – Working Paper No. 7: Preliminary Environmental Assessment Page C-1

Appendix C

Indicative assessment of operational rail noise

and vibration

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Executive summary As part of the Melbourne to Brisbane Inland Rail Alignment Study, Parsons Brinckerhoff (PB) has undertaken an indicative assessment of potential noise and vibration from the operation of rail freight services as part of the route optimisation process of the preferred route development. The alignment would require the operation of rail services in the states of Victoria, NSW and Queensland.

The preferred route will use existing rail alignments in Victoria and will result in no general growth in rail traffic; accordingly the assessment has not considered rail noise impacts within Victoria.

Acoustic guidelines

Acoustic guidelines for the assessment of potential operational rail noise and vibration have been adopted from relevant state regulatory guidance.

In NSW the Interim Guidelines for the Assessment of Noise from Rail Infrastructure Projects, (NSW Interim Guidelines, 2007) have been adopted. Noise triggers for further assessment where an increase in noise level occurs above 55-60 dB(A) LAeq, 9h and 80-85 dB(A) LAMax for new and redeveloped rail sections have been established. The Interim Guidelines provide further recommendation for sensitive receiver noise triggers of 40-45 LAeq (1hr).

In Queensland the Environmental Protection (Noise) Policy, 1997 planning noise levels of 65 dB(A) LAeq, T 24 hour average and 87 dB(A) LAmax single pass by level should not be exceeded.

A ground bourne noise trigger of 35 dB(A) LAMax (slow) has been adopted route wide from NSW Interim Guidelines. Receiver specific vibration criteria have been adopted from NSW Department of Environment and Climate Change’s Assessing Vibration: A Technical Guidelines (DECC, 2006)

Noise and vibration assessment

Train pass by source noise data has been referenced from the Rail Access Corporation (RAC, 2000) for the derivation of source noise contributions for existing and future proposed peak operations.

Existing rail movements, have been adopted from the ARTC Working Timetable and typical ‘as required’ seasonal traffic from the Train Control Offices. Detailed future rail movements have been estimated to increase existing daily rail movements on redeveloped and new route sections.

Likely operational noise impacts have been assessed at receivers within a 500 m buffer zone from the rail line. A potential increase in rail noise impacts of 2-7 dB(A) from existing rail noise influence has been predicted within the buffer zone.

The assessment focuses on areas where a potential increase in rail freight would be introduced as a result of the development of the inland rail alignment. As the inland rail alignment would utilise rail that is currently used for interstate freight traffic, i.e. between Junee and Melbourne and between Kagaru and Brisbane, these sections have not been assessed.

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NSW

Future estimated rail movements on the inland route of 12-30 rail trains per period are predicted are likely to increase existing rail noise levels; potentially up to 6 dB(A) LAeq.

Adopted noise criteria within 500 m redeveloped and new rail line sections are likely to trigger the requirement for detailed assessment of rail noise impacts.

Peak pass by noise impacts are potentially compliant with adopted 80-85 dB(A) LAMax noise criteria at residential receivers located further than 50 m from the rail line.

Queensland

Future estimated rail movements of 12-32 rail trains per period are predicted to increase existing noise levels by potentially up to 7dB(A) LAeq.

Anticipated noise impacts are likely to trigger the requirement for detailed assessment of airborne noise for a 100 m buffer zone from redeveloped and new rail routes.

At greater than 100 m compliance with the 87 dB(A) LAMax noise goal is expected to be achieved at all receivers.

Sensitive receivers

Potential noise impacts from day time rail movements within 500 m of the rail line are likely to exceed hourly sensitive receiver noise criteria for educational institutions and places of worship.

Vibration and ground borne noise

Potential operational vibration may be perceptible within 15 m of the rail line. As airborne noise is expected to be the dominant influence in the surrounding environment, ground borne noise impacts are expected to be negligible.

Further detailed noise and vibration assessment

Where future train movements are greater than 15 trains per period and residential receivers are located within 500 m of the rail line in NSW and within 100 m in Queensland detailed assessment should be undertaken. For sensitive receivers the assessment should adopt a 500 m buffer zone.

Representative urban and suburban route locations for detailed assessment at Dubbo, Moree and Oakey have been recommended. For rural receiver locations, representative route sections outside of the cities and main towns should be adopted to determine received impact potential at individual receiver locations.

The detailed assessment of potential impacts at the recommended urban and suburban locations would be applied for the determination of noise and vibration impact at towns and cities on the preferred route.

Where required, noise and vibration management and mitigation measures are expected to include potential acquisition of property within 15 m of the rail line. At distance between 15 to 500 m from the rail line location specific and source and noise propagation control techniques such as locomotive exhaust silencers, engine shrouds and acoustic barriers would be required to potentially achieve compliance with regulatory guidance.

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1. Introduction 1.1 Overview

The Australian Rail Track Corporation (ARTC) has commissioned Parsons Brinckerhoff (PB) as the Lead Technical Consultant for the Melbourne-Brisbane Inland Rail Alignment Study (the study). The study aims to identify a feasible inland rail alignment to provide an additional rail line to move freight from Melbourne to Brisbane by rail.

PB has undertaken an indicative assessment of potential noise and vibration from the operation of rail freight services as part of the route optimisation process. The assessment would establish potential operational noise and vibration influence and identify acoustically sensitive sections of the route where further detailed assessment of would be required. The assessment focuses on areas where a potential increase in rail freight would be introduced as a result of the development of the inland rail alignment.

1.2 Scope of works The scope of works for this study was to undertake an indicative assessment of potential noise and vibration impacts associated with the operation of the preferred route. The assessment included:

Establish project specific indicative noise and vibration design objectives adopting relevant State guidance;

Adopting rail traffic volumes provide indicative prediction of current and projected operational noise impacts within the rail corridor;

Provide a qualitative assessment of vibration and ground borne noise impacts;

GIS survey of noise catchments for potential acoustically sensitive residential and sensitive receivers populations;

Identify potential key risk areas, referenced on information provided, for existing sections of rail (no upgrade), existing sections where upgrade required and proposed new sections;

Where adopted noise criteria are likely to be exceeded, provide an overview of feasible environmental noise control options/management practices.

This report is subject to the limitations outlined in Section 9. Supporting documentation has been provided in the appendices.

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2. Acoustic guidelines The preferred route would require the operation of rail services in the states of Victoria, NSW and Queensland. Acoustic guidelines for each state are to be applied for the determination of adopted design objectives for operational rail noise and vibration.

State specific rail noise and vibration criteria detailed below have been derived from appropriate regulatory guidelines.

2.1 Victorian guidelines The Victorian Environmental Protection Agency does not provide noise design goals for rail operations. A best practice approach, with view of limiting potential rail noise impacts to the extent practicable, would be applied when assessing rail noise issues in Victoria.

Note that the preferred route will use existing rail in Victoria and will result in no general growth in rail traffic.

2.2 NSW guidelines The Protection of the Environment Operations Act, 1997 (POEO Act) regulates noise generation and prohibits the generation of ‘offensive noise’ as defined by the POEO Act. The NSW Department of Environment and Climate Change (DECC) provides guidance for the assessment and management of environmental impacts of noise and vibration from rail developments in the Interim Guidelines for the Assessment of Noise from Rail Infrastructure Projects, (NSW Interim Guidelines, 2007).

Table 2-1 details adopted noise design triggers for residential land uses. Noise triggers for sensitive land uses other than residential are detailed in Table 2-2. The noise objectives are designed to inform the planning process in determining requirements for detailed assessment of operational noise from the proposed rail development.

Noise trigger levels are for rail noise only and do not include contribution from additional ambient noise sources.

Table 2-1 Airborne rail traffic noise trigger levels for residential land uses

Airborne noise trigger levels

Type of development

Noise trigger level Comment

Day (7am-10pm) Night (10pm-7am)

New rail line development

Development increases existing rail noise and resulting rail noise levels exceed:

These numbers represent external levels of noise that trigger the need for an assessment of the potential noise impacts from a rail infrastructure project. An ‘increase’ in existing rail noise levels is taken to be an increase of 2 dB(A) or more in LAeq in any hour or an increase of 3 dB(A) or more in LAMax.

60 LAeq(15h) 80 LAMax


Redevelopment of existing rail line

Development increases existing rail noise and resulting rail noise levels exceed:



Noise levels for residential land use are to be assessed 1 m from the most affected facade.

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Table 2-2 Airborne rail traffic noise trigger levels for sensitive land uses

Sensitive land use Noise trigger levels dB(A)

New rail line development Redevelopment of existing rail line

Development increase existing rail noise levels by 2 dB(A) or more in LAeq in any hour and resulting rail noise levels exceed:

Schools, educational institutions – internal

40 dB(A) LAeq (1hr) 45 dB(A) LAeq (1hr)

Places of worship – internal 40 dB(A) LAeq (1hr) 45 dB(A) LAeq (1hr)

Hospitals 60 dB(A) LAeq (1hr) 60 dB(A) LAeq (1hr)

Hospitals – internal 35 dB(A) LAeq (1hr) 35 dB(A) LAeq (1hr)

Passive recreation LAeq as per residential noise level value in Table 3-1 (excluding maximum noise level component)

Active recreation 65 dB(A) LAeq (1hr) 65 dB(A) LAeq (1hr)

For sensitive receivers, noise levels are to be assessed at the most affected point within 50 meters of the area boundary.

2.3 Queensland guidelines Operational planning acoustic criteria are outlined in the Environmental Protection (Noise) Policy, 1997 and referenced in the Queensland Rail Railway Noise Management: Code of Practice, 1999.

Planning noise levels specified below are to be assessed as 24 hour period average noise level and maximum single pass by event, neither of which should be exceeded. The noise criteria are to be assessed 1 m from the most affected façade of residential and sensitive receivers:

65 dB(A) LAeq, T 24 hour average

87 dB(A) LAmax single pass by level.

2.4 Sleep disturbance Guidance for the assessment of potential sleep disturbance has been adopted from Australian Standard AS 2107:2000 Acoustics – Recommended Design Sound Levels and Reverberation Times for Building Interiors.

A internal noise levels conducive for sleep in areas adjacent to main roads, typical of a urban / suburban environment, are ‘satisfactory’ 30 dB(A) LAeq and ‘maximum’ 40 dB(A) LAeq. In areas of negligible transportation influence, indicative of sensitive noise environments noise levels of ‘satisfactory’ 25 dB(A) LAeq and ‘maximum’ 35 dB(A) LAeq are recommended.

Anticipated received internal noise impacts for the purpose of sleep disturbance assessment are typically determined through a 10 dB(A) reduction to noise impacts received at the external façade. The 10 dB(A) reduction is indicative of noise reduction performance afforded from an open window (10% total surface area opening).

The sleep disturbance criteria are considered applicable for all states.

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2.5 Ground borne noise Adopting ISO 14837 Mechanical vibration – Ground-borne noise and vibration from rail systems the NSW Interim Guidelines defines ground borne noise as:

Noise generated inside a building by ground born vibration generated from the pass by of a vehicle on a train.

The NSW Interim Guidelines recommend that ground born noise levels are relevant only where they are greater than the airborne noise from the railway and considered audible within habitable rooms of affected properties.

Ground born noise triggers designed to identify requirement for assessment of ground born noise impacts are recommended in the NSW Interim Guidelines. The noise triggers, detailed in Table 2-3, are conservative, derived for potential ground born noise impact during periods of low background noise environments in suburban locations. The guidance acknowledges higher ground borne noise triggers may be suitable for urban locations where background noise levels are higher.

In lieu of ground borne noise guidance for Victoria and Queensland the NSW Interim Guidelines shall be applied for assessment of potential ground born noise impacts.

Table 2-3 Ground borne internal noise trigger levels (all developments)

Receiver Time of day

Noise trigger level dB(A)

Development increases existing rail noise levels by 3 dB(A) or more and resulting rail noise levels exceed:

Residential Day (7am - 10pm) 40 LAMax (slow)

Night (10pm - 7am) 35 LAMax (slow)

Educational institutions places of worship When in use 40 – 45 LAMax (slow)

Note: specified noises levels refer to rail transportation noise, no ambient source are to be included

noise levels assessed at centre of most affected room, where greater than airborne noise levels

slow = slow response setting on sound level meter

2.6 Vibration criterion Part 1 and Part 2 of Australian Standard AS2670.-1990 Evaluation of human exposure to whole-body vibration provide guidance for the measurement and evaluation of perceptible vibration at receivers and vibration levels influencing building structures.

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For the assessment of potential vibration impacts, in lieu of specific vibration criterion provided in state guidelines, the NSW DECC’s Assessing Vibration: A Technical Guidelines (DECC, 2006) have been adopted for rail vibration assessment levels in Victoria, NSW and Queensland.

Vibration from rail pass by events is classed within the guidance as an intermittent vibration sources. Recommended acceptable received intermittent vibration dose values (VDV) to minimise potential disturbance at sensitive receiver locations are detailed in Table 2-4.

The night time (10pm to 7am) has been adopted as the sensitive period for potential disturbance at residential receivers. At all other sensitive receiver locations day time acceptable VDV levels have been applied.

Table 2-4 Acceptable intermittent vibration levels for rail pass by events (DECC)

Location Daytime (7am to 10pm) Night time (10pm to 7am)

Preferred value

Maximum value

Preferred value

Maximum value

Residential 0.20 0.40 0.13 0.26

Critical areas1 0.10 0.20 0.10 0.20

Offices, educational institutions and places of worship 0.40 0.80 0.40 0.80

Workshops (commercial) 0.80 1.60 0.80 1.60

Note: all vibration levels m/s1.75

1 - Examples include hospital operating theatres, precision laboratories

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3. Noise and vibration methodology An indicative assessment of potential airborne rail noise has been undertaken for current and projected future rail movements on the preferred route, including existing rail sections and proposed new (greenfield) route options. The assessment focuses on areas where a potential increase in rail freight would be introduced as a result of the development of the inland rail alignment. As the inland rail alignment would utilise rail that is currently used for interstate freight traffic, i.e. between Junee and Melbourne and between Kagaru and Brisbane, these sections have not been assessed.

This section details the assessment methodology adopted for the prediction of received operational noise impacts from train movements based upon indicative timetabling for the alignment. Predicted noise impacts within a 500 m buffer zone from the rail line have been adopted for the identification of potential noise and vibration sensitive route sections.

3.1 Rail noise source data The locomotive and freight wagons are the primary operational noise sources during a train pass by event. Overall noise emissions from a pass by event would include contribution from the following sources:

dynamic interactions between the locomotive wheel-rail interface

source noise emissions of the diesel engine locomotive

dynamic braking of the locomotive

freight wagon wheel noise.

Train pass by source noise data at 50 km/h has been referenced from the Rail Access Corporation (RAC, 2000) for the derivation of source noise contributions for existing and future proposed peak operational speed of 115 km/h.

Table 3-1 details source RAC noise data at 50 km/h operation speed.

Table 3-1 Adopted rail noise source data (Rail Access Corporation, 2000)

Rail Movement Event duration (s)

LAMax1

(dB(A)) SEL2 (dB(A))

LAeq3

(dB(A))

Locomotive hauled – wheel rail (50 km/h) 30 78 81 66

Locomotive hauled – diesel engine (high) (50 km/h) 30 87 91 75.5

Locomotive hauled – dynamic brake (high) (50 km/h) 30 85 89 74.5

Freight wagon wheel noise (50 km/h) 120 83 96 75 Note: SEL sound exposure level

All values presented as sound pressure noise levels (SPLs) at 15 m

1: average LAMax, 2: log average LAE, 3: SEL and LAeq are related as follows: Time (seconds) = 10[(SEL-LAeq)/10]

sourced from Rail Access Corporation (2000)

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Event pass by noise levels (LAeq) and peak maximum noise event levels (LAmax) have been calculated for the adopted alignment speed of 115 km/h applying the following empirical relationships:

SEL and LAeq are related as follows: Time (seconds) = 10[(SEL-LAeq)/10]

locomotive wheel-rail noise, the LAMAx speed relationship in dB(A) is 30log(V/Vo), where V is the operating speed and Vo = 50 km/h

locomotive wheel-rail noise, the LAE speed relationship in dB(A) is 20log(V/Vo), where V is the operating speed and Vo = 50 km/h

locomotive diesel engine noise, the LAMAx speed relationship in dB(A) is independent of speed

locomotive diesel engine noise and dynamic brake, the LAE speed relationship in dB(A) is -10log(V/Vo), where V is the operating speed and Vo = 80 km/h (LAE, 50 km/h = 90 dB(A))

locomotive diesel engine noise and dynamic brake, the LAE speed relationship in dB(A) is -10log(V/Vo), where V is the operating speed and Vo = 80 km/h (LAE, 50 km/hr = 89 dB(A))

wagon wheel-rail noise, the LAMAx speed relationship in dB(A) is 30log(V/Vo), where V is the operating speed and Vo = 50Km/hr

wagon wheel-rail noise, the LAE speed relationship in dB(A) is 20log(V/Vo), where V is the operating speed and Vo = 50 km/h.

Table 3-2 details source noise levels adopted for the assessment of rail noise impacts. Event duration of 30 seconds for the locomotive and 120 seconds for freight wagons have been considered representative of the likely duration of pass by peak noise contributions.

Table 3-2 Adopted rail source noise data for 115 km/h operation speed

Rail Movement Event Duration (s)

LAMax 1

(dB(A)) SEL 2 (dB(A))

LAeq 3

(dB(A))

Locomotive hauled – wheel rail (115 km/h) 30 89 88 73.5

Locomotive hauled – diesel engine (high) (115 km/h) 30 87 87.5 73

Locomotive hauled – dynamic brake (high) (115 km/h) 30 85 85.5 70.5

Freight wagon wheel noise (115 km/h) 120 94 103 82.5 Note: SEL sound exposure level

All values presented as sound pressure noise levels (SPLs) at 15 m

1: average LAMax, 2: log average LAE, 3: SEL and LAeq are related as follows: Time (seconds) = 10log[(SEL-LAeq)/10]

ARTC


3.2 Existing and proposed future daily rail movements

Typical existing daily rail traffic

Existing rail movements, detailed in Appendix C2, have been adopted from the ARTC Working Timetable and typical ‘as required’ seasonal traffic from the Train Control Offices.

Maximum rail pass by events have been determined through interpretation of rail pass by data for adopted worst case operations to be indicative of peak potential events for rail movements in each direction on the line.

Detailed future rail movements have not been specified at the time of assessment.

Table 3-3 provides a summary of typical existing and estimated future rail movements in each direction, adopted from supplied ARTC timetabling (Appendix C2).

Table 3-3 Summary of existing & future daily rail movements (ARTC)

Route section Assumed maximum existing daily rail movements

Future estimated rail movements

Reference Case

Cootamundra – Parkes 7 19

Parkes (Goobang Junction) – Narromine 4 16

Narromine – Dubbo – Merrygoen – Werris Creek 4 16

Werris Creek – Gunnedah – Moree 18 30

Moree – North Star (upgrade) 0 12

North Star – Kildonan (upgrade / new) 0 12

Kildonan – Inglewood 3 15

Inglewood – Millmerran – Cecilvale – Oakey (new) 0 12

Oakey – Gowrie (upgrade) 20 32

Gowrie – Grandchester/Rosewood (new – adjacent to existing)

20 32

Gowrie – Grandchester/Rosewood (new – greenfield areas)

0 12

Grandchester/Rosewood - Kagaru (new) 0 12

Deviations

Junee – Stockinbingal (new) 0 12

Piambra to Ulinda Deviation (Binnaway bypass) 0 12

Premer – Emerald Hill 0 12

Spring Ridge to Breeza Deviation 0 12

North Star – Yelarbon (Boggabilla bypass) 0 12

Cecilvale – Gowrie 0 12

Town bypasses – Parkes, Narromine, Dubbo, Narrabri, Moree, Oakey

0 12

ARTC


3.3 Noise assessment methodology Train movements are expected to occur during a 24 hour period. Adopted a conservative approach the night time period (10pm – 7am) is considered the most sensitive period for existing and future operations where background noise levels would be low.

Operational noise levels for rail traffic have been determined at separation distances from the track of 15 to 500 m. The 15 m distance is indicative of standard noise testing distance and adopted for a worst case operational scenario.

To provide predictive assessment of daily (24 hour) rail noise movements; source noise levels for individual train pass by events and number of train movements have been applied to Equation 1:

N

itotal

LnrailAeq ttRL Aeq

1

10/10, /)}10({log10)( Equation 1

where: R is the receiver location

N is the number of train movements considered in the total period

nt is the duration of individual train pass by events (seconds)

totalt is the duration of all events (seconds) in the total period

LAeq, rail is the individual source LAeq noise levels.

It is expected that total rail movements would not be confined to the night time period. Night time rail pass by events have been established proportionate to daily (24 hour) rail noise movements for the determination of night time noise impacts (LAeq, 9hr), applying Equation 2:

)/(log10)( 10,9, TtLRL totalrailAeqhrAeq Equation 2

where: hrAeqL 9, is the equivalent continuous noise level for all train noise events between 10pm to 7am

R is the receiver location

totalt is the duration of all rail events (seconds)

T is the total number of seconds in a 9 hour period (32400).

Calculated rail nose levels from Equation 2 have been applied to determine received noise impact at the required separation distances (15 m – 500 m) from the track. The railway has been considered as a line noise source; where Equation 3 has been adopted for the determination of hemi-spherical noise propagation.

0

110 r

r10logSPLSPL Equation 3

where: SPL is sound pressure level

r is distance

ARTC


4. Likely rail noise impacts 4.1 Existing rail noise impacts

The prediction of operational airborne noise impact from existing rail operations has been undertaken adopting the methodology outlined in Section 3.1. The preliminary assessment of operational noise impacts detailed in this report has not accounted for feasible attenuation of source noise emissions from impendence to noise propagation or specific ground surface conditions. Neutral meteorological conditions have been assumed.

Table 4-1 details predicted existing operational rail noise impacts, adopting rail noise data for each locomotive and wagon source per event (Table 3-2) and existing rail traffic movements (Table 3-3).

LAMax values have been calculated for each identified source. The values are considered indicative of short term noise impact levels from peak pass by events.

Table 4-1 Likely operational rail noise impact (night time 9hr period)

Adopted distance (m)

LAeq, 9hr noise impact LAMax LAMax

3 events

4 events

7 events

18 events

20 events external internal

15 63.5 64.5 67 71 71.5 85 - 94 75 – 84

50 58 59.5 61.5 66 66.5 80 - 89 70 – 79

100 55 56.5 58.5 63 63.5 71.5 - 80.5 61.5 - 70.5

250 51 52.5 54.5 59 59.5 59.5 - 68.5 49.5 - 58.5

500 48 49.5 51.5 56 56.5 44 - 53 34 - 43 Note: Values presented as dB(A) to nearest 0.5 dB(A) LAeq = equivalent noise level (average) LAMax = peak noise level

Current timetabled rail movements vary for defined route sections along the alignment. The predicted operational night time noise impacts in Table 4-1 have been adopted to provide commentary on route specific existing noise impacts.

Subject to the confirmation of existing background noise levels, the likely range of existing peak noise impacts from night time rail operations of up to 71.5 dB(A) LAeq, 9hr at 15 m to 48 dB(A) LAeq, 9hr at 500 m would likely influence ambient noise environments within 500 m of the rail line in urban, suburban and rural locations.

Adopting the NSW Interim Guidelines, existing noise impacts potentially exceed a conservative 60 dB(A) LAeq, 9hr operational noise goal within approximately 250 m for rail movements less than 20 more pass by events. Rail traffic greater than 20 trains per period are likely to be compliant within 500 m of the rail line.

NSW In NSW the existing rail route incorporates a number of branches; typical daily rail movements of 4 to 18 rail events have been adopted for indicative of the network.

Potential worst case received night time noise impacts of up to 71 dB(A) LAeq, 9hr at 15 m to 49.5 dB(A) LAeq, 9hr at 500 m from the rail line noise impacts of have been predicted for existing peak rail operations.

ARTC


Queensland

In Queensland rail movements of 3–20 daily train events occur on the existing route alignment (Kildonan to Inglewood and Toowoomba to Grandchester / Rosewood). Peak night time noise impacts of 71.5 dB(A) LAeq, 9hr at 15 m to 48 dB(A) LAeq, 9hr at 500 m from the rail line have been predicted.

Peak maximum noise events Likely worst case received peak noise impacts have been predicted up to 94 dB(A) LAMax at 15 m from the rail line in the external environment. An internal noise impact of up to 84 dB(A) LAMax at 15 m could be experienced within the internal environment.

At the furthermost considered separation distance of 500 m from the rail line, peak noise impacts up to 53 dB(A) LAMax (external) and 43 dB(A) LAmax (internal) have been predicted. Peak noise event levels are potential in exceedance of the adopted 35 dB(A) LAMax sleep disturbance criteria at nearest receivers. Whilst sleep disturbance is a subjective response, received noise levels may be considered disturbing.

4.2 Future rail noise impacts To assess rail operations on the inland rail alignment, estimated future rail movements detailed in Table 3-3 have been adopted. Predicted future operational noise impacts are detailed in Table 4-2.

Table 4-2 Likely future night time rail noise impact for proposed alignment


LAeq, 9hr noise impact LAMax LAMax

12 events

15 events

16 events

19 events

30 events

32 events external internal

Noise design goals: NSW: new rail development 55 dB(A) LAeq, 9hr, redeveloped rail line 60 dB(A) LAeq, 9hrQLD: 65 dB(A) dB(A) LAeq, 9hr 80 dB(A) 35 dB(A)

15 69.5 70.5 70.5 71.5 73.5 73.5 85 - 94 75 – 84

50 64 65 65.5 66 68 68.5 80 - 89 70 – 79

100 61 62 62.5 63 65 65.5 71.5 - 80.5 61.5 - 70.5

250 57 58 58.5 59 61 61.5 59.5 - 68.5 49.5 - 58.5

500 54 55 55.5 56 58 58.5 44 - 53 34 - 43 Note: Values presented as dB(A) to nearest 0.5 dB(A) LAeq = equivalent noise level (average) LAMax = peak noise level

Depending upon the required inland rail traffic, noise impacts of up to 73.5 dB(A) LAeq, 9hr at 15 m to 54 dB(A) LAeq, 9hr at 500 m separation distance from the of the rail line have been predicted.

Where required, State specific residential rail noise design goals have been referenced for assessment of potential operational noise impact within the alignment corridor. For the NSW route section, assessment of predicted future noise impacts has been undertaken for specific design goals for redeveloped of existing alignment and new rail sections.

No variation in peak noise level from the predicted existing influence of 53 - 94 dB(A) LAmax

(external) and 34 - 84 dB(A) LAmax (internal) would be expected as peak noise events from individual train pass by events are not influence by rail traffic volumes.

ARTC


4.3 Comparison of existing and future night time noise impact Comparative analysis of likely existing and future night time noise impacts has been undertaken to determine potential changes in the immediate noise environment from the proposed inland rail operations.

Applying likely rail noise impacts detailed in Table 4-2; estimated future rail movements on existing and redeveloped sections of the existing route are likely to increase rail noise influence by 2-7 dB(A). The increase in noise impacts is resultant from the estimated intensification of pass by events. The greater change in noise impact is experience on route corridors where existing traffic flows are less than 7 movements per period.

It has been assumed for new rail alignments the existing ambient noise environment is not influenced by rail noise. For new rail sections, likely noise impacts in Table 4-2 would be indicative of the introduction of a rail noise source into the local noise environment.

4.4 Statement of operational noise goal compliance State specific operational noise goals, detailed in Section 3, have been adopted to determine potential rail noise compliance.

NSW

Where noise from the development increases existing noise levels by more than 2 dB(A) LAeq and 3 dB(A) LAmax applying for both planning goals of for existing redeveloped rail sections and for new rail sections apply.

Future estimated rail movements of 12-30 rail trains per period are predicted are likely to increase existing rail noise levels; potentially up to 6 dB(A) LAeq.

For peak train pass by events of up to 30 movements on sections of redeveloped rail line, compliance with adopted criteria is likely to be achieved within 500 m from the rail line. Predicted noise impacts within 500 m, up to 73.5 dB(A) LAeq, 9hr, are potentially 13.5 dB(A) in exceedance with the 60 dB(A) LAeq, 9hr noise criteria for the redevelopment of rail lines.

Where train operations are required on new route sections, residential receivers within 500 m of the rail line are potentially 3 dB(A) at 500 m to 18.5 dB(A) at 15 m in exceedance of the conservative 55 dB(A) LAeq, 9hr noise criteria.

Peak pass by noise impacts are potentially compliant with adopted 80-85 dB(A) LAMax noise criteria at residential receivers located further than 50 m from the rail line.

Adopting the NSW Interim Guidelines, potential exceedance of the adopted noise criteria, within 500 m (redeveloped and new rail line), triggers the requirement for detailed assessment of rail noise impacts.

The potential peak 13.5-18.5 dB(A) exceedance of adopted criteria would be expected to require specific noise management and mitigation measures to control noise impacts and minimise potential disturbance.

Queensland

Noise criteria of 65 dB(A) LAeq, 9hr and 87 dB(A) LAMax specified in the Queensland EPP are applicable to existing, redeveloped and new route sections.

For future estimated rail movements of 12-32 rail trains per period are likely to increase existing rail noise levels, potentially up to 7 dB(A) LAeq.

ARTC


For peak train events of up to 32 movements on redeveloped and new rail sections, compliance with the 65 dB(A) LAeq, 9hr noise criteria would be expected at residential receivers located further than 100 m from the rail line. Within 100 m rail noise impacts are potentially up to 8.5 dB(A) LAeq in exceedance of the adopted criteria.

Peak event noise levels are likely to be up to 7 dB(A) in exceedance of the adopted criteria within 100 m of the rail line. At greater than 100 m compliance with the 87 dB(A) LAMax noise goal is expected to be achieved at all receivers.

Noise impacts are likely to trigger the requirement for detailed assessment of airborne noise for a 100 m buffer zone from redeveloped and new rail routes.

Sensitive receivers In Victoria and Queensland there are no specific rail noise criteria for sensitive receivers. In assessing day time noise impact potential at education institutions, places of worship and hospitals, the NSW Interim Guidelines, detailed in Section 2.2, have been adopted for the entire route.

Potential noise impacts from day time rail movements within 500 m of the rail line are likely to exceed hourly sensitive receiver noise criteria for educational institutions and places of worship.

Potential for sleep disturbance A 35 dB(A) LAMax criteria has been adopted for the assessment of sleep disturbance from rail noise peak events. Predicted peak internal noise levels detailed in Table 4-2, determine that compliance with the criteria is likely to be achieved at 500 m or greater from the rail line.

Whilst sleep disturbance is a subjective response and internal received noise impacts likely to varying dependent upon receiver property type; the indicative noise assessment infers sleep disturbance to be a potential significant issue for night time rail operations in proximity to residential receivers.

Detailed noise assessments should consider potential sleep disturbance impacts at residential receivers within 500 m of the rail line.

4.5 Airborne noise management and mitigation Table 4-3 provides a summary of required noise reduction to achieve compliance with the conservative NSW operational night time noise goal of 55 dB(A) LAeq, 9hr. Table 4-3 has been adopted for development of noise management and mitigation measures..

Table 4-3 Likely potential noise reduction performance


Acoustic criteria exceedance (LAeq)

12 events 15 events 16 events 19 events 30 events 32 events

Noise design goals: NSW: new rail development 55 dB(A) LAeq, 9hr,

15 14.5 15.5 15.5 16.5 18.5 18.5

50 9 10 10.5 11 13 13.5

100 6 7 7.5 8 10 10.5

250 2 3 3.5 4 6 6.5

500 - - 0.5 1 2 2.5

ARTC


In determining the optimised route option the considered alignment should, where feasible, be located at maximum separation distance from nearest residential and sensitive receiver locations to minimise noise impact potential.

Route deviations from main towns and urban communities would be expected to reduce the number of potentially impacted receivers. Deviations have been considered in further detailed in Section 5.2 of this assessment.

Adopting likely operational noise impacts for the preferred route, buffer zones from the rail line have been developed. Feasible noise management and mitigation measures which may be required to achieve noise goal compliance have also been considered. Where a combination of source controls and propagation impedance techniques are applied the greater noise reduction performance would be achieved.

Within 15 m: acquisition of potentially affected properties should be considered to eliminate potential noise issues.

Within 50 m: acoustic architectural treatment of properties, such as acoustic glazing, or the implementation of noise barriers within 10 m of the rail line of typical height of at least 5 m and 75 kg/m2 superficial weight should be considered required to achieve an approximate 14 dB(A) noise reduction performance. Barrier height is indicative of rail noise sources at height such as locomotive exhaust and locomotive engine.

Rail noise propagation from the wheel rail interface can be impeded through the application of localised screens or acoustic barriers immediately adjacent to the rail line. Barriers of typical height of 1 m and superficial weight 50 kg/m2 could be installed within 1 m of the rail line.

Where a combination of noise barriers within a 10 m the alignment boundary and within 1 m of the rail are adopted, airborne noise reductions of at least 15 dB(A) would be expected.

To reduce potential boundary noise barrier height a supplementary alternatively approach could be the implementation of source noise controls such as locomotive engine shrouding and exhaust silencers. Detailed design of source noise control measures would be expected to provide a reduced risk approach through confirmation of feasible noise reduction performance.

Within 100 m: to achieve desired approximate 11 dB(A) noise reduction performance noise propagation pathway controls such as acoustic barriers of typical height of at least 3 m and 75 kg/m2 superficial weight should be considered.

Within 500 m: post commissioning assessment would confirm predicted operational noise impacts. Basic noise propagation pathway controls should be considered to achieve an approximate 5 dB(A) noise reduction performance.

Receiver locations at greater than 500 m from the rail line are not expected to be acoustically sensitive to rail pass by events.

To achieve noise reductions through control of noise propagation, localised acoustic barriers could be applied at sensitive sections of the rail corridor. Optimisation of barrier performance is delivered where barriers are located at the nearest feasible distance from the track and at sufficient height to mitigate elevated source noise emissions, removing line of sight to nearest receivers.

ARTC


Barrier specifications would be expected to be route specific; dependent upon the desired noise reduction performance, location of nearest receivers and dominant sources of rail noise. A minimum barrier height of at least 2 m, superficial weight 75 kg/m2 would be expected at the rail corridor boundary to achieve an approximate 10 dB(A) noise reduction performance from wheel / rail interactions.

To achieve the greater noise reduction performance the location of the barriers should be at the closest feasible minimum distance from the rail line. Reflection of rail noise from adjacent structures within the rail corridor would need to be considered in the barrier location and design.

It is expected that barrier heights of at least 3 to 5 m in height may be required indicative of receiver locations within 50 m of the rail line and pass by noise at height from locomotive exhaust and engine sources.

Barrier design would need to achieve a insertion loss of at least 10 dB(A) greater than transmission loss achieved through specific barrier height, construction and material type. The barrier should be a continuous facade with no gaps or openings and if feasible a cantilever edge provided to increase barrier flanking noise impedance.

Barrier materials would typically include concrete, solid brickwork or high density wood to provide required superficial weight. Material type would be specified considerate of desired absorption properties and durability.

Further to the application of source noise controls to the locomotives, typical source noise controls may include rail track specification, sleeper and track mounting design and the application of noise mitigation techniques to wagons to minimise bunching.

Routine maintenance of the rail surface and locomotive and wagon wheels would be expected to limit propensity for potentially disturbing flanging and curve squeal events.

Where potential night time noise impacts are mitigated, compliance with less conservative day time noise levels would be expected to be achieved.

4.6 Operational vibration assessment Vibration is generated during rail pass by events from the interactions between the locomotive and wagon wheels and the rail surface. Propensity for generated vibration is greater where the rail surface is inconsistent, subject to irregularities (roughness) or at rail intersections.

Vibration is propagated through the rail and mounting structures into the track bed and ground surface where it can be perceptible at adjacent buildings and structures. Vibration impact potential is dependent upon localised ground conditions (substrate material, strata within the ground, faults within the bed rock) and separation distance between the receivers and the track.

Rail pass by vibration is associated with two main types of impact: disturbance to residents from intermittent vibration and potential architectural/structural damage to off-site buildings.

Human comfort and structural damage levels can vary across the frequency spectrum; generally if human disturbance issues are controlled there is limited potential for structural damage to buildings.

Potential annoyance from vibration can be a subjective response dependent upon received vibration level, dominant frequency of vibration and the incidence and duration of intermittent vibration events.

ARTC


In lieu of specific guidelines for Queensland for the assessment of rail vibration NSW Department of Environment and Climate Change guidelines for received intermittent vibration levels at residential and sensitive receivers have been adopted for the entire route.

In review of potential sensitive receivers to rail vibration for the proposed operational route; it is recommended detailed assessment of potential received vibration impacts be undertaken where sensitive receivers, as defined in adopted DECC vibration guidelines, are within 15 m of the rail alignment. Considerate of likely propagation from intervening ground conditions, received vibration levels at further than 15 m from the track would not be expected to trigger perceptible vibration dose criteria for sensitive receivers of 0.4 m/s -1.75 day time and 0.26 m/s -1.75.

4.7 Ground borne noise assessment Ground borne noise from railways occurs from ground borne vibration generated by the wheel rail interface during a pass by event. Vibration is transferred to the underlying ground through the rail and track structures and propagates to adjacent buildings.

Vibration forces create slight vibration of the building facades and surfaces; the vibration is reradiated as airborne noise within the internal environment of the buildings. The degradation of vibration frequencies between the source and reradiating surface are such that ground borne noise is typically low frequency dominant, with rail pass by experienced as audible rumbling events.

Adopting likely airborne noise impacts, ground borne noise would be not expected to be a dominant influence from inland rail operations. Notwithstanding, ground borne noise levels should not exceed conservative NSW Interim Guideline criteria of 35 LAMax (slow) during the night time period at residential receivers and 40 dB(A) LAMax (slow) at sensitive receivers.

ARTC


5. Residential and sensitive receiver study The preliminary assessment of future rail operational noise impacts has identified likely exceedance of adopted noise criteria for redeveloped and new rail sections within 500 m of the rail line in NSW and Queensland.

A survey of residential and sensitive receivers within a 500 m study area of representative sections of proposed route alignment has been undertaken to estimate the number of properties likely to be considered in the detailed assessment.

5.1 Residential and sensitive receiver noise risk survey Residential It has been assumed where the proposed route is intersecting towns and cities, residential receivers would align the majority of the rail corridor. Accordingly, all main towns and cities, in Figure 1-1 should be considered as part of the detailed noise assessment. A strategic approach could be adopted where representative suburban and urban locations would be subject to detailed assessment and outcomes adopted for each town and city with comparable characteristics (noise profiles) on the route.

To determine indicative residential population density surveys were undertaken for representative route alignment sections within NSW and Queensland; detailed in Appendix C.

Estimated total number of rural residential properties, within 500 m of the rail line, has been derived from the representative surveys. Individual receivers are at a typical frequency of 1 receiver per 2 km.

NSW: approximately 20,000 residential receivers in urban and suburban environments and approximately 500 rural residential receivers on existing route sections, 20 rural residential receivers on redeveloped track sections and 130 receivers for new rail sections.

Queensland: approximately 25,000 residential receivers in urban and suburban environments (approximately 25,000 receivers on new rail sections) and 100 rural residential receivers on existing route sections, 100 rural residential receivers for redeveloped route sections and 160 rural receivers for new track sections.

For the preferred route alignment, an estimated 50,000 urban and suburban and 1000 rural residential properties are located within 500 m of the rail line.

It is recommended a detailed operational noise assessment be undertaken for a representative section of the proposed route within the rural environment. The detailed representative assessment would be adopted for all rural locations.

Sensitive receivers Applying adopted acoustic guidelines, sensitive receivers have been defined as hospitals, education institutions and places of worship. Table 5-1 provides a summary of sensitive receivers in main towns (excluding cities of Melbourne and Brisbane) within 500 m of the preferred route alignment. Detailed sensitive receiver population data has been provided in Appendix C.

ARTC


Table 5-1 Sensitive receivers within 500 metres of the proposed route

State Hospitals Education institutions Places of Worship

NSW 9 36 30

Queensland 1 21 12

For the proposed route alignment an estimated total of 109 sensitive receivers (10 hospitals, 57 education institutions and 42 places of worship) may require detailed acoustic assessment for the determination of potential noise and vibration impacts.

5.2 Assessment of considered route deviations The preferred route has identified potential route deviations to optimise journey time and minimise potential impact to the surrounding environment. Likely noise impacts for deviation sections would require assessment to adopted criteria for new rail developments.

Adopting the basic population surveys, potential benefit from NSW deviations has been defined through potential reductions in receivers within the noise sensitive 500 m buffer zone from the rail line.

Between Junee and Stockinbingal the deviation would influence approximately 20 residential/sensitive receivers; representing a potential reduction in 52 noise sensitive receivers from the existing route.

The deviation between Ulinda and Piambra to bypass Binnaway would potentially influence approximately 16 receiver locations. A reduction of approximately 64 receivers would be expected with the proposed deviation route

The deviation between Premer and Emerald Hill to bypass Werris Creek would potentially influence 14 receiver locations. A reduction of approximately 95 noise sensitive receivers is expected to be achieved by the deviation.

The deviation between Spring Ridge and Breeza to bypass Werris Creek would potentially influence 6 receiver locations. A reduction of approximately 72 receivers is expected to be achieved by the deviation.

The deviation to bypass Stockinbingal would potentially reduce the number of receiver locations by approximately 22 properties to 15 receivers.

The deviation at Narromine would potentially influence 15 receiver locations, a reduction of approximately 85 receivers is expected to be achieved.

The deviation at Narrabi would potentially influence 25 receivers, an approximate reduction of 125 receivers.

The deviation to bypass Moree would potentially influence 10 receivers, a reduction of approximately 140 receiver locations.

The deviation at Parkes would potentially influence 12 receivers, a reduction of approximately 88 receiver locations.

Considerate of the surveyed deviation sections; all deviations on the preferred route would be expected to achieve significant reduction (> 75%) in the total number of noise sensitive receivers potentially affected would potentially be influenced by rail noise.

ARTC


6. Recommendation for detailed acoustic assessment The indicative noise and vibration impact assessment has determined potential exceedance of planning criteria. In accordance with planning requirements, detailed acoustic assessment would be required for a preferred route option.

The detailed assessment would be expected to confirm operational impacts, and where required, requirement for noise and vibration management and mitigation measures.

Recommendations outlined in this section have been provided to inform the detailed acoustic assessment process based on estimated future rail operations.

6.1 Recommended locations for detailed acoustic assessment Airborne noise is likely to be an issue at residential and sensitive receivers for the preferred route. Detailed assessment of noise impacts is recommended to be undertaken within designated buffer zones from the rail line.

NSW: 500 m buffer for residential receivers and sensitive receives outlined in Section 5.1.

Queensland: 100 m buffer zone for residential and 500 m buffer zone for sensitive receivers.

The following locations, detailed in Figure 6-1, have been determined for urban areas representative of population density and potential worst case receiver noise impacts from rail operations.

Moree, NSW

Dubbo, NSW

Oakey, Queensland

Outcomes of the detailed assessment for the major urban locations would be applied to route wide town and suburban communities.

To determine potential operational noise impact within rural communities, the detailed assessment is recommended to include indicative rural route sections such as Parkes to Narromine.

ARTC


Figure 6-1 Locations for detailed assessment of rail noise and vibration impacts

ARTC


6.2 Detailed acoustic assessment parameters To facilitate a suitably detailed assessment, the following route specific information should be adopted as part of the predictive methodology:

Future day and night period rail traffic data for individual branches of the entire route;

Train speed profiles for the preferred route;

Track grade and mounting specification;

Detailed topographical data for the preferred route to determine operation at gradient and elevation;

Identification of rail intersections, junctions, bridges and culverts;

Locations of sidings and depots and other permanent rail infrastructure;

Location of potential peak noise events such as horn blast and curves;

Detailed source noise and vibration data for train pass by events adopted from measurement of existing train operations;

Baseline noise goals determined from ambient noise studies;

Determination of all residential, commercial and sensitive receivers within 500 m of the route alignment at the required locations;

Assessment for neutral and potential noise enhancing meteorological conditions would be required.

6.3 Consideration of alignment and operation specifications The indicative assessment of operational noise impacts represents a conservative determination of received noise levels. Received noise impacts are subject to a number of site specific variables; including operational locomotive and track requirements, rail structures and impedance of noise propagation from environmental conditions and physical structures.

To inform the detailed assessment of noise impacts a summary of potential operational and environmental influences has been provided.

Operational speed

The proposed route is likely to require the application of variable speed limits, for rail safety and operational performance. Airborne noise from rail pass by events is proportional to the operational speed of the train; where the greater source noise emissions occur at higher speed.

Applying basic acoustic principles where operational speed is halved from 115 km/h an approximate 3–10 dB(A) reduction in received noise impact could be expected. This relationship is more complex in reality, influenced by; dynamic interactions at the wheel – rail interface, locomotive engine operational load, flanging noise, curve squeal and impact noise events such as braking and wagon bunching (run in – run out noise).

Where detailed assessment of operational noise impacts is required; operational speed profiles should be clearly defined and noise impacts determined for route sections lineated by speed.

ARTC


Peak source noise events Peak noise events during rail pass by events can be associated with potential disturbance at nearest receiver locations. Depending on specific track conditions such as curves, junctions and intersections events such as horn blast and wagon bunching can increase peak LAMax noise levels associated with normal pass by events.

For safety purposes rail horns are designed to be clearly audible above background noise levels within a typical radius of at least 500 m. It will therefore be important for detailed operational noise assessments to include consideration of rail horn source noise levels, event location, duration and frequency of occurrence in determining operational LAMax noise criteria compliance.

Rail gradient (route topography) Where trains are required to operate on an uphill gradient, the locomotive engine would operate under increased load to maintain safe operational speed. Potential exists for source noise emissions from locomotives to be increased on uphill sections of the route.

Where trains operate on a downhill gradient increased source noise contributions would be likely from continuous or intermittent braking events and wagon bunching. Considerate of dynamic forces during braking events, ground borne vibration levels and frequency of vibration events may also be increased.

Detailed assessment of operational noise and vibration impacts should include consideration of potential increases in received noise and vibration impacts for rail operation on gradients and noise sources adopted accordingly.

Flanging noise and curve squeal Adopting guidance provided by the RAC, flanging noise is defined as the high frequency, broadband or multi tonal noise which is common on tight curves from likely wheel flange contact with the rail. Typical correction factors for curved sections applied during detailed noise assessment are:

Curves < 300 m radius, a correction addition of 8 dB(A) to LAE and 3 dB(A) to LAMax noise levels.

Curves 300 m and < 500 m radius, a correction addition of 3 dB(A) to LAE noise levels.

Curve squeal is a common term applied to define tonal squeal noise occurring on curved sections. The significant high frequency tonal nature of curve squeal is often associated with potential disturbance and adverse community response at adjacent residential and sensitive receivers.

Typical correction factors for curved sections applied during detailed noise assessment are to establish a minimum 93 dB(A) LAmax at 15 m source noise level.

ARTC


It is recommended the detailed assessment adopted appropriate correction factors for flanging and curve squeal. Predicted operational noise impacts as part of this noise study may potentially be increased by at least 3 dB(A) indicative of potential modifying correction factors.

Bridges and viaducts structures

During rail pass by events on bridges and viaducts, generated vibration propagates from the rail and track bed to the supporting structure. The vibration is reradiated as airborne noise resulting in the bridge or viaduct structure becoming a potential noise source.

RAC guidance provides a range of modifying correction factors which can be applied during detailed acoustic assessments to account for the influence of bridges and viaduct structure airborne noise.

Detailed operational noise assessment of bridge and viaduct structures within 500 m of residential or sensitive receivers should be undertaken adopting source noise corrections of -5 to +10 dB(A), dependent upon the build materials of the structure and presence of solid side screens.

Intervening ground conditions and structures

Received noise impact from rail pass by source noise emissions is indicative of the propagation pathway and distance between the receiver and rail alignment.

Potential barrier effects from intervening structures, buildings and ground conditions should be adopted as part of required detailed operational assessments. Where direct noise propagation is fully impeded noise reduction performance of 10 dB(A) is typically achieved.

For densely populated areas on the route alignment or where the rail line operates within culvert; consideration in the assessment procedure should be applied for potential reflection and ‘corridor effect’ of rail noise emissions from adjacent buildings and embankments.

It is recommended for detailed acoustic assessment, topographical data is applied to establish proposed route and receiver locations at respective residual ground height level.

6.4 Construction phase Construction works will be required for new rail sections and the redevelopment of existing rail infrastructure. Construction activity is expected to be transitory and potential noise and vibration impacts associated with the works intermittent in nature and short term in duration.

The operation of construction plant and equipment may potentially influence the localised noise environment within 500 m of residential and sensitive receivers aligning the construction corridor. Construction noise impacts have potential to be disturbing to nearest receivers from potential intermittent, impulsive and frequency specific events.

Construction vibration impacts are subject to ground conditions and separation distance between the plant and receivers. The operation of earth moving machinery, vibratory rollers and impact plant such as piling rigs and hydraulic hammers are likely to result in perceptible vibration impacts within 20 m.

A detailed assessment of potential construction noise and vibration impacts should be undertaken. The detailed assessment would provide recommended noise and vibration management and mitigation measures applicable for railway construction.

ARTC


7. Conclusion An indicative assessment of potential noise and vibration impacts for the Melbourne to Brisbane inland rail alignment has been undertaken for the preliminary Stage 2 route option. Predicted operational noise impacts have been assessed to adopted state rail noise planning criteria.

Airborne noise The night time period (10pm-7am) has been adopted as the most sensitive period for potential rail operations. Adopting proposed future rail traffic movements on the route, preliminary predicted operational noise impacts have been predicted up to 71.5 dB(A) LAeq, 9hr at 15 m within 500 m of the rail line.

For sections of the route where existing freight services are operational, the future rail movements of 12-30 additional events potentially increase rail noise influence by 2-7 dB(A). The greater change in noise impact is experience on route corridors where existing traffic flows are less than 7 movements per period.

The potential change in noise levels of this nature would be considered to trigger requirement for detailed acoustic assessment.

For new rail sections no existing rail noise influence has been assumed, the preferred route represents new rail noise impact. Exceedance of adopted noise criteria for new rail source would require detailed acoustic assessment.

Where applicable, rail noise criteria have been adopted for NSW and Queensland to provide region specific assessment of received rail noise impacts.

NSW

In NSW, peak received noise impacts of 73.5 dB(A) LAeq, 9hr and 94 dB(A) LAMax at 15 m have been predicted for future rail movements of up to 30 train pass by events.

Within 500 m, received noise impacts at residential receivers are potentially in exceedance with adopted noise criteria by up to 13.5 dB(A) LAeq for redeveloped route sections and 18.5 dB(A) LAeq for new rail sections.

Compliance with adopted criteria would be expected at further than 500 m from redeveloped rail sections and new rail routes for peak rail operations of up to 30 train movements per period.

Peak maximum noise impacts are expected to achieve compliance with adopted 80-85 dB(A) LAMax criteria at 100 m or further from the rail line.

Adopting NSW Interim Guidelines, detailed acoustic assessment of rail noise impacts would be required in NSW to confirm received noise impacts with 500 m of the route.

Queensland

In Queensland, operational noise criteria of 65 dB(A) LAeq, T and 87 dB(A) LAMax within 15 m of the rail line have been adopted for all route sections. Future proposed peak 32 train movements per period, with calculated noise impacts of up to 73.5 dB(A) LAeq, 9hr potentially exceed adopted criteria by up to 8.5 dB(A) LAeq within 100 m of the rail line. At greater than 100 m from the rail line operational compliance is potentially achieved.

Peak pass by noise events are potentially compliant with the adopted peak noise event criteria at greater than 100 m from the rail line.

ARTC


Detailed noise impact assessment would be typically required within 10 m of the rail line for residential receivers.

Sensitive receivers

The proposed route is expected to influence the noise environment at sensitive education institutions, places of worship and hospitals. Operational noise impacts are expected to exceed conservative 40 dB(A) LAeq, 1hr noise criteria for day time and night time operations within 500 m of the rail line.

Detailed assessment of sensitive receiver noise impacts should be undertaken for identified sensitive receiver locations within 500 m of all rail alignments.

Vibration and ground borne noise Assessment of likely ground borne vibration has adopted assessment criteria for sensitive receivers of 0.4 m/s -1.75 day time and 0.26 m/s -1.75 night time. Potential operational vibration may be perceptible within 15 m of the rail line.

As airborne noise is expected to be the dominant influence in the surrounding environment, ground borne noise impacts are expected to be negligible. Exceedance of adopted 35-40 dB(A) LAMax (slow) noise criteria is not expected within 500 m of above ground route sections.

Further detailed noise and vibration assessment Adopting preliminary noise and vibration impact assessment and population surveys in the study area, recommendations for further detailed assessment have been provided. Where future train movements are greater than 15 trains per period and residential and sensitive receivers are located within 500 m of the rail line detailed assessment should be undertaken.

Representative urban and suburban route locations for detailed assessment at Dubbo, and Oakey have been recommended.

In NSW, detailed residential assessment should be undertaken within a 500 m buffer zone from the rail line. In Queensland, an assessment of indicative noise impacts by residential receivers should be undertaken for a 100 m buffer zone.

For rural receiver locations, representative route sections outside of the cities and main towns should be adopted to determine received impact potential at individual receiver locations.

The detailed assessment of potential impacts at the recommended urban, suburban and rural locations would be applied for the determination of noise and vibration impact at towns and cities on the entire route.

ARTC


To reduce noise and vibration impact potential, where feasible, the rail line should be located at maximum separation distance from residential and sensitive receiver locations. Route deviations, bypassing, towns and communities would be expected to provide a significant reduction in the number of potentially affected receivers.

Where potential exceedance of adopted state specific rail noise and vibration criteria are likely to occur noise and vibration management and mitigation measures are expected to include potential acquisition of property within 15 m of the rail line. At distance between 15 to 500 m from the rail line location specific and source and noise propagation control techniques would be required.

Desired noise reductions of at least 15 dB(A) within 50 m, 11 dB(A) within 50-100 m and 5 dB(A) at 500 m of the rail line would potentially be required to achieve compliance with regulatory guidance.

Where potential night time noise impacts are mitigated, compliance with less conservative day time noise levels would be expected to be achieved.

ARTC


8. References Australian Standard 2107:2000 Acoustics – Recommended Design Sound Levels and Reverberation Times for Building Interiors. Australian Standards, 2000

Queensland Environmental Protection (Noise) Policy, Queensland Environmental Protection Act, 1997

Queensland Rail Railway Noise Management: Code of Practice, Queensland Rail, 1999

North Strathfield Junction Preliminary Noise Pollution Report, Rail Access Corporation, February 2000

The Protection of the Environment Operations Act, 1997 (POEO Act)

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

Victoria Environmental Protection Agency

ARTC


9. Limitations Scope of services and reliance of data This noise impact study (‘the study’) has been prepared in accordance with the scope of work/services set out in the contract, or as otherwise agreed, between Parsons Brinckerhoff (PB) and the Client. In preparing this noise impact study, PB has relied upon data, surveys, analyses, designs, plans and other information provided by the Client and other individuals and organisations, most of which are referred to in the noise impact study (‘the data’). Except as otherwise stated in the noise impact study, PB has not verified the accuracy or completeness of the data. To the extent that the statements, opinions, facts, information, conclusions and/or recommendations in this noise impact study (‘conclusions’) are based in whole or part on the data, those conclusions are contingent upon the accuracy and completeness of the data. PB will not be liable in relation to incorrect conclusions should any data, information or condition be incorrect or have been concealed, withheld, misrepresented or otherwise not fully disclosed to PB.

Study for benefit of client This noise impact study has been prepared for the exclusive benefit of the Client and no other party. PB assumes no responsibility and will not be liable to any other person or organisation for or in relation to any matter dealt with in this noise impact study, or for any loss or damage suffered by any other person or organisation arising from matters dealt with or conclusions expressed in this noise impact study (including without limitation matters arising from any negligent act or omission of PB or for any loss or damage suffered by any other party relying upon the matters dealt with or conclusions expressed in this noise impact study). Other parties should not rely upon the noise impact study or the accuracy or completeness of any conclusions and should make their own inquiries and obtain independent advice in relation to such matters.

Other limitations To the best of PB’s knowledge, the proposal presented and the facts and matters described in this noise impact study reasonably represent the Client’s intentions at the time of printing of the noise impact study. However, the passage of time, the manifestation of latent conditions or the impact of future events (including a change in applicable law) may have resulted in a variation of the Proposal and of its possible noise impact.

PB will not be liable to update or revise the noise impact study to take into account any events or emergent circumstances or facts occurring or becoming apparent after the date of the noise impact study.

ARTC


Appendix C1

Appendix C Glossary

ARTC


Ambient noise

The surrounding noise associated within a given environment. It is the composite sound from many sources both near and far.

A-weighted sound pressure

The human ear is not equally sensitive to sound at different frequencies. People are more sensitive to sound in the range of 1 to 4 kHz (1000 – 4000 vibrations per second) and less sensitive to lower and higher frequency sound. During noise measurement an electronic “A-weighting” frequency filter is applied to the measured sound level dB(A) to account for these sensitivities. Other frequency weightings (B, C and D) are less commonly used. Sound measured without a filter is denoted as linear weighted dB(linear).

Background noise

The underlying level of noise present in the ambient noise, excluding the noise source under investigation, when extraneous noise is removed. This is described using the LA90 descriptor, typically adopted for the derivation of project specific noise goals.

Community annoyance

Includes noise annoyance due to:

- character of the noise (e.g. sound pressure level, tonality, impulsiveness, low-frequency content)

- character of the environment (e.g. very quiet suburban, suburban, urban, near industry)

- miscellaneous circumstances (e.g. noise avoidance possibilities, cognitive noise, unpleasant associations)

- human activity being interrupted (e.g. sleep, communicating, reading, working, listening to radio / TV, recreation).

Compliance

The process of checking that source noise levels meet with the noise limits in a statutory context.

Cumulative noise level

The total level of noise from all sources.

EPA Licence

Environment Protection Authority Licence.

Extraneous noise

Noise resulting from activities that are not typical to the area. Atypical activities may include construction, and traffic generated by holiday periods and by special events such as concerts or sporting events. Normal daily traffic is not considered to be extraneous.

Feasible and reasonable measures

Feasibility relates to engineering considerations and what is practical to build; reasonableness relates to the application of judgement in arriving at a decision, taking into account the following factors:

- noise mitigation benefits (amount of noise reduction provided, number of people protected)

- cost of mitigation (cost of mitigation versus benefit provided)

- community views (aesthetic impacts and community wishes)

- noise levels for affected land uses (existing and future levels, and changes in noise levels).

Impulsiveness

Impulsive noise is noise with a high peak of short duration or a sequence of these peaks. Impulsive noise is also considered annoying.

Low frequency

Noise containing major components in the low-frequency range (20 to 250 Hz) of the frequency spectrum.

Noise criteria

The general set of non-mandatory noise levels for protecting against intrusive noise (for example, background noise plus 5 dB) and loss of amenity (e.g. noise levels for various land use).

Noise Level (goal)

A noise level that should be adopted for planning purposes as the highest acceptable noise level for the specific area, land use and time of day.

Noise Limits

Enforceable noise levels that appear in conditions on consents and licences. The noise limits are based on achievable noise levels, which the proponent has predicted can be met during the environmental assessment. Exceedance of the noise limits can result in the requirement for either the development of noise management plans or legal action.

Non-compliance

A development is deemed to be in non-compliance with its noise consent / licence conditions if the monitored noise levels exceed its statutory noise limit by more than 2 dB.

NSW DECC

New South Wales Department of Environment and Climate Change.

Performance-based goals

Goals specified in terms of the outcomes/ performance to be achieved, but not in terms of the means of achieving them.

Rating background level

The rating background level is the overall single figure background level representing each day, evening and night time period. The rating background level is the median LA90 noise level measured over all day, evening and night time monitoring periods.

Receiver

The noise-sensitive land use at which noise from a development can be heard.

Sleep disturbance

Awakenings and disturbance of sleep Parts.

Sound & decibels (dB)

Sound (or noise) is caused by minute changes in atmospheric pressure that are detected by the human ear. The ratio between the quietest noise audible and that which would cause permanent hearing damage is a million times the change in sound pressure. To simplify this range the sound pressures are logarithmically converted to decibels from a reference level of 2 x 10-5 Pa.

The picture below indicates typical noise levels from common noise sources

ARTC


dB is the abbreviation for decibel — a unit of sound measurement. It is equivalent to 10 times the logarithm (to reference 10) of the ratio of a given sound pressure to a reference pressure.

Sound power level (SWL)

The sound power level of a noise source is the sound energy emitted by the source. Notated as SWL, sound power levels are typically presented in dB(A).

Sound pressure level (SPL)

The level of noise, usually expressed as SPL in dB(A), as measured by a standard sound level meter with a pressure microphone. The sound pressure level in dB(A) gives a close indication of the subjective loudness of the noise.

Statistical noise levels

Noise levels varying over time (e.g. community noise, traffic noise, construction noise) are described in terms of the statistical exceedance level.

A hypothetical example of A weighted noise levels over a 15 minute measurement period is indicated in the following figure:

40

50

60

70

80

00:00 05:00 10:00 15:00

Monitoring Period (minutes)

soun

d p

ress

ure

leve

l dB

(A)

LA90

LA

LAMAX

LA1LAeq

Key descriptors:

LAMax Maximum recorded noise level.

LA1 The noise level exceeded for 1% of the 15 minute interval.

LA10 Noise level present for 10% of the 15 minute interval. Commonly referred to the average maximum noise level.

LAeq Equivalent continuous (energy average) A-weighted sound pressure level. It is defined as the steady sound level that contains the same amount of acoustic energy as the corresponding time-varying sound.

LA90 Noise level present for 90% of time (background level). The average minimum background sound level (in the absence of the source under consideration).

Steady state noise level

The steady state noise level is the operator observed reference line noise level where sources influencing the statistical results are determined.

Threshold

The lowest sound pressure level that produces a detectable response (in an instrument/person).

Tonal noise

Tonal noise contains one or more prominent tones (and characterised by a distinct frequency components) and is considered more annoying. A 5 dB(A) penalty is typically applied to noise sources with tonal characteristics

ARTC


Appendix C2

Existing rail traffic data

ARTC


Existing traffic Trains published in the current ARTC Working Timetable are identified in the following table. However, not all freight train paths are published in the Working Timetable. Trains for seasonal traffic, such as grain, are managed by the Train Control Offices on an ‘as required’ basis. The summary is for south to north movements and similar movements can be assumed for the opposing direction.

Existing traffic counts

Frequency Max. Daily Movements*

Train type From and to Comments

Melbourne-Cootamundra (Standard Gauge)

Two daily 2 Countrylink XPT Passenger

Melbourne–Coota–to Sydney

Four daily 4 1500 m intermodal Melbourne–Coota–(Sydney/Brisbane)

One daily 1 1200 m general/steel (Perth)-Melbourne–Coota–(Port Kembla)

May have some wagons with 25 t axle load

1–3 days/week 1 General freight Melbourne–Cootamundra

1–3 days/week 1 Grain Melbourne–Coota-(Moree)

One (days unclear)

1 Uncle Bens Grain Melbourne–Wodonga

Once a week 1 Manildra Group Grain (Narrandera)–Junee–Coota–(Bomaderry)

Once a week 1 Countrylink Xplorer DMU Passenger

(Griffith)–Junee–Coota–(Sydney)

Once per week 1 General freight and oil tank cars

Bomen–Coota–(Sydney) Bomen is just north of Wagga Wagga

Seasonal 1 Grain Throughout corridor Probably no more than one a day

Three daily 3 VLP loco-hauled passenger

Melbourne–Albury After completion of standardisation (under way)

Cootamundra-Parkes (Goobang Junction)

One daily 2 1800 m intermodal (Sydney)–Coota–Parkes–(Perth)

One daily 2 1200 m general/steel (Newcastle)–Coota–Parkes–(Whyalla)

May have some wagons with 25 t axle load

One twice a week 1 Ore in containers (Port Kembla)–Coota–Parkes–(Goonumbla)

1–3 days/week 1 Grain (Melbourne)–Coota–Parkes– (Moree)

Seasonal 1 Export grain Port Kembla–Coota–Stockinbingal–Temora

Occasional; serving major grain terminal at Temora.


ARTC




Parkes (Goobang Junction) to Narromine

One twice per week

1 Ore in containers (Port Kembla)–Parkes–Goonumbla

Goonumbla is just north of Parkes

One as required 1 Ore in containers Goobang Junction–Narromine–(Cobar)

This traffic may be attached to/detached from Newcastle ore train at Narromine; needs to reverse at Narromine

1–3 days/week 1 Grain (Melbourne)–Parkes–Narromine–(Moree)

Seasonal 1 Grain Throughout corridor Probably no more than one per day

Narromine-Dubbo-Merrygoen-Werris Creek

1–daily 2 Ore in containers (Cobar )–Narromine–Merrygoen–(Newcastle)

Requires to reverse at Merrygoen — may detach Parkes portion at Narromine

1–3 days/week 1 Grain (Melbourne)–Narromine–Werris Creek–(Moree)

Requires to reverse at Binnaway and Werris Creek

As required 1 Cotton in containers (Warren)–Narromine–Dubbo–(Sydney)

Not in WTT but traffic believed to still exist — attached to Dubbo to Sydney daily container train


Werris Creek–Narrabri–Moree

1–daily 2 Countrylink Xplorer DMU Passenger

(Sydney)–Werris Creek–Moree

140km/h running

2–daily 4 General freight and cotton

(Sydney)–Werris Creek–Narrabri or Moree

1–3 days/week 1 Grain (El Zorro) (Melbourne)–Werris Creek–Moree

Requires to reverse at Werris Creek

1–daily 2 Grain for Gunnedah flour mill

Gunnedah–Moree

1–2 days a week 1 Flour (Bomaderry)–Werris Creek–Gunnedah

25 tonne axle load when loaded southbound

Up to 5 paths daily

5 Coal–25 t axle load when loaded southbound

(Newcastle)–Werris Creek–Gunnedah or Boggabri

Loops now being extended by ARTC to allow these to operate 72 wagon consists–7200 t gross


ARTC




Kildonan–Inglewood: maximum number of paths

1 a week 1 Cotton Goondiwindi–Kildonan–Toowoomba–Grandchester–Port of Brisbane

Seasonal

1 a week 1 Molasses Goondiwindi–Kildonan–Toowoomba–Grandchester–Port of Brisbane

1 a week 1 Livestock Goondiwindi–Kildonan–Toowoomba–Grandchester–Port of Brisbane

Chinchilla–Oakey–Toowoomba: maximum number of paths

188 a week / max capacity

10 Coal Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

Max number of paths that made available. Some of these are east of Grandchester

8 a week 2 General freight Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

8 a week 2 Intermodal including fuel

Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

8 a week 2 Grain Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

2 a week 1 Cotton Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

Seasonal

1 a week 1 Molasses Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

3 a week 1 Livestock Chinchilla–Oakey–Toowoomba–Grandchester–Port of Brisbane

Toowoomba-Grandchester: maximum number of paths

188 a week / max capacity

10 Coal Chinchilla–Toowoomba–Grandchester–Port of Brisbane

Maximum number of paths that are made available

Eight a week 2 General freight Toowoomba–Grandchester–Port of Brisbane

Eight a week 2 Intermodal including fuel

Toowoomba–Grandchester–Port of Brisbane

Eight a week 2 Grain Toowoomba–Grandchester–Port of Brisbane

Three a week 1 Cotton Toowoomba–Grandchester–Port of Brisbane

Seasonal

Two a week 1 Molasses Toowoomba–Grandchester–Port of Brisbane

Four a week 1 Livestock Toowoomba–Grandchester–Port of Brisbane

* Assumed number of total movements in both directions

ARTC


Appendix C3

Receiver survey data

ARTC


Urban and suburban residential receiver counts

Location Residential receiver count

Albury 2,500

Dubbo 4,000

Rural residential receiver counts


South of Wodonga 57

Seymour 57

Wodonga 40

Narromine to Parkes 15

North of Albury 33

South of Wagga Wagga 17

North Star to Moree 7

Deviation receiver counts


With deviation Without

Junee – Stockinbingal 14 101

Premer – Werris Creek – Emerald Hill 20 66

Binnaway 80 16

Spring Ridge to Breeza 78 6

Stockinbingal 37 15

Narromine 200 15

Narrabri 150 25

Moree 150 10

Parkes 100 12

ARTC


Sensitive receiver population counts within 500 meters of the rail line

Location Hospitals Education institutions Places of worship

Victoria

Wangaratta 2 3 2

Euroa - 1 2

Seymour 2 - 3

Total 4 4 7

NSW

Moree - 1 1

Narrabri - 2 4

Gunnedah 2 6 2

Premer - 2 -

Dubbo 1 2 1

Narromine 1 4 4

Forbes 1 5 4

Cootamundra 1 5 4

Wagga Wagga 2 6 7

Culcairn 1 3 3

Total 9 36 30

Queensland

North Star - 1 -

Inglewood 1 3 -

Brookstead - 1 -

Gower - 1 -

Forest Hill - 1 3

Yelarbon - 1 -

Pittsworth - 4 4

Oakey - 1 2

Southbrook - 1 -

Gatton - 5 2

Grandchester - 2 1

Total 1 21 12

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