Professional Documents
Culture Documents
01 CSELR Modification 4 Stop Changes High Street Main ReportX
01 CSELR Modification 4 Stop Changes High Street Main ReportX
MODIFICATION REPORT –
SSI-6042 MOD 4
Stop changes – High Street, Randwick
NOVEMBER 2015
Contents
Page number
1. Introduction 1
3.1 Overview 9
3.2 Description of changes 10
3.2.1 Randwick terminus stop and interchange 10
3.2.2 UNSW High Street stop 12
3.2.3 Property access changes 14
3.2.4 Changes to local traffic network and associated works 16
3.2.5 Bus operation and stop changes 20
3.2.6 High Cross Park substation and drivers amenity facilities 21
3.2.7 High Cross Park compound site 22
4. Stakeholder consultation 29
5. Environmental assessment 35
ii Parsons Brinckerhoff
8. Statutory context 83
8.1 Legislation 83
8.2 Consultation with the Department of Planning and Environment 83
9. Conclusion 85
10. References 87
List of tables
Page number
List of figures
Page number
CSELR EIS CBD and South East Light Rail Environmental Impact Statement
LAeq The ‘energy average noise level’ evaluated over a defined time period. The LAeq
can be likened to a noise dose representing the cumulative effects of all the noise
events occurring in the relevant time period.
LASMax The maximum sound pressure level measured with sound level meter using the
‘A’ frequency weighting and the ‘S’ (Slow) time weighting.
vi Parsons Brinckerhoff
Executive summary
CSELR Project approvals
The CBD and South East Light Rail (CSELR) project was identified as a key priority transport infrastructure
project for the NSW Government in the NSW Long Term Transport Master Plan. Sydney’s Light Rail Future
presents the NSW Government’s plan to expand light rail in Sydney.
The CSELR Project was declared Critical State Significant Infrastructure (SSI) by the NSW Minister for
Planning and Infrastructure (now Planning) on 25 June 2013. Part 5.1 of the Environmental Planning and
Assessment Act 1979 (EP&A Act) establishes an assessment and approval regime for SSI developments.
Accordingly, an environmental impact statement was exhibited from 14 November 2013 to 16 December
2013. A subsequent Submissions Report (incorporating a preferred infrastructure report) was prepared and
submitted to the Department of Planning and Infrastructure (now the Department of Planning and
Environment (DP&E)) in March 2014. Planning approval was granted by the Minister for Planning under
Part 5.1 of the EP&A Act on 4 June 2014.
Subsequent to the approval of the CSELR Project, three modifications to the approved Project have been
submitted to DP&E in February, March and August 2015 respectively. These modifications included both
design changes to the approved Project and minor modifications to the Department of Planning and
Environment’s Conditions of Approval.
Pursuant to Section 115ZI of the EP&A Act, Transport for NSW is seeking approval for the modification of
the State Significant Infrastructure approval (SSI-6042), granted on 4 June 2014, and subsequently modified
in February, March and August 2015.
This report has been prepared to support an application by Transport for NSW to modify the existing project
approval and is intended to assist the Minister for Planning in forming a view as to the merits of the proposed
modification. The application for modification has been prepared to:
provide justification for the modification and describe the alternatives considered
Proposed modification
In response to further design investigations and ongoing consultation with stakeholders a series of design
changes have been identified to the design of the approved Project. The design changes that are proposed
to the approved Project include the following elements:
provision of a new access lane from Arthur Street to properties on High Street as a result of the new
UNSW High Street stop configuration
introduction of a one-way westbound section along High Street between Wansey Road and Botany
Street and introduction of a one-way eastbound section along High Street between Clara Street
and Avoca Street
minor changes to bus routes and bus stops, including extension of the afternoon (southbound)
peak period bus stop along Belmore Road and provision of a new northbound morning bus stop
zone on the western side of Avoca Street
removal of some parking along Arthur Street and installation of new traffic light signals
conversion of the existing roundabout at the intersection of Barker Street and Botany Street to a
signalised intersection
revised location and arrangement for the High Cross Park substation.
Due to the proximity of these changes, the changes have been considered as a single modification. Further
details regarding the proposed design changes are provided in Chapter 3 of this report.
In addition to the above modification, ongoing development of the approved Project has identified the need
modify two Minister’s Conditions of Approval (MCoA).
Transport for NSW is seeking, to amend the existing MCoA Condition B59 to remove reference to
avoiding any direct impact or impacts to Wansey Cottage.
It is also proposed to amend MCoA B89(b) to correct an inconsistency with the approval process for
out-of-hours application that is provided in condition B4.
Further details regarding the proposed administrative changes being sought to the two existing MCoAs is
provided in Chapter 6 of this report.
The modification is expected to deliver a number of improvements over the approved Project. These include:
reduction in traffic impacts at the Avoca Street and Belmore Road intersection due to the reduced
construction impacts at this locations as the light rail would no longer needing to cross this intersection
beneficial visual and landscape character outcome in comparison to the approved Project, in particular
as a result of reduced impacts to High Cross Park
beneficial outcome to planted trees, in particular reduced impacts to High Cross Park
overall improvement to the retention of the heritage significance of High Cross Park due to the
relocation of the Randwick terminus stop to High Street
improved accessibility to existing businesses and services such as the Randwick town centre and
Prince of Wales Hospital
improved passenger safety and loading/disembarking at the UNSW High Street stop.
increased delays at some intersections within the Randwick precinct due to expected local traffic
movement changes
potential impacts to an identified World War II air raid trench due to subsurface excavation required in
High Cross Park to allow for the substation to be placed below ground in High Cross Park
additional impacts to existing properties to accommodate the access lane from Arthur Street
additional noise impacts during construction for receivers (including residential, educational and a
child care centre) along Arthur Street and adjacent to the proposed construction of the access lane
from Arthur Street
additional noise impacts to up to five additional properties along High Street between
Wansey Road and Botany Street due to the change in the alignment at this location further to the
north
potential minor additional impacts to the Prince of Wales Hospital due to the decrease in setback
distance between the near track and the buildings to accommodate the revised stop platform
vibration impacts to an additional receiver (medical imaging centre) along High Street
road noise impacts resulting from changes to local traffic changes, in particular along Arthur Street.
A full assessment of these design changes is presented in Chapter 3 of this report. The impacts associated
with the proposed design changes would be mitigated through the application of the environmental
management measures previously identified in the CBD and South East Light Rail Environmental Impact
Statement (Transport for NSW, 2013). The current consolidated conditions of approval identified in the State
Significant Infrastructure approval (SSI-6042), dated 29 September 2015 would continue to apply, and would
also be applied to the proposed modification, should it be approved.
This modification report documents proposed changes to the approved Project. Overall, the benefits of the
proposed changes to the community, the environment and public transport are considered to outweigh
the potential impacts of the design changes.
Following exhibition of this modification report, the Minister for Planning will subsequently decide whether to
grant approval, or to refuse the proposed modification, under Section 115ZI of the EP&A Act. Should
approval be given by the Minister, Transport for NSW would continue to consult with community members,
government agencies and other stakeholders during the pre-construction, construction and commissioning
phases of the Project.
Transport for NSW ix
1. Introduction
This chapter provides an overview of the approved project and outlines a summary of the
proposed modification.
The CSELR Project comprises the construction and operation of a new light rail service in
Sydney, including approximately 12 kilometres of new light rail track from Circular Quay to
Central, Kingsford and Randwick via Surry Hills and Moore Park. The approved Project
includes:
approximately 12 substations to provide power for the light rail vehicles (LRVs)
Planning approval was granted by the Minister for Planning under Part 5.1 of the Environmental
Planning and Assessment Act 1979 (EP&A Act) on 4 June 2014.
Following the approval of the Project on 4 June 2014, three modifications to the approval have
been submitted to DP&E. These modifications are summarised in Table 1.1. Figure 1.1 provides
an overview of the currently approved Project, including the incorporation of the above
modifications.
2 Parsons Brinckerhoff
Table 1.1 Summary of approved modifications
Mod ref. Summary of modification(s) Date approved
SSI 6042 A total of ten design modifications were proposed which included: 17 February
MOD1 removal of the World Square light rail stop 2015
amendment of the Moore Park stop to reduce its scale and visual impact and to
improve special event patronage management
realignment of the track along Alison Road and relocating the Royal Randwick
stop to the northern side of Alison Road. This included flood mitigation works at
Centennial Park
realignment of the track at the Anzac Parade and Alison Road intersection
increase to the length of light rail vehicles and stop platforms
revision of the construction methodology for the tunnel under Anzac Parade
provision of wire-free infrastructure within the CBD
increase to the height of components within the Randwick stabling facility, in order
to accommodate the height of the required sand silo
revision of the location of two substations
change to the Grosvenor Street stop from two side platforms to an island platform.
SSI 6042 This modification requested a change of the definition of ‘construction’ (as defined in 17 March 2015
MOD2 the conditions of approval) to allow some works to be undertaken as non-construction,
including works such as surveying, investigative drilling and excavation, establishment
of site compounds and utility adjustments/relocation.
SSI 6042 This modification requested a minor amendment to the conditions of approval 30 September
MOD3 (specifically conditions of approval B24) to amend the wording associated with the 2015
preparation of local access plans for individual properties.
provision of a new access lane from Arthur Street to properties on High Street as a result of
the new UNSW High Street stop configuration
introduction of a one-way westbound section along High Street between Wansey Road
and Botany Street and introduction of a one-way eastbound section along High Street
between Clara Street and Avoca Street
minor changes to bus routes and bus stops, including extension of the afternoon
(southbound) peak period bus stop along Belmore Road and provision of a new
northbound morning bus stop zone on the western side of Avoca Street
removal of some parking along Arthur Street and installation of new traffic light signals
revised location and arrangement for the High Cross Park substation.
The proposed changes forming the modification offer significant overall benefits to the CSELR
Project in terms of reducing environmental impacts and providing improvements to the operation
of the proposed light rail network. The proposed changes are further described in detail in
Chapter 3 of this report and an impact assessment is included in Chapter 5 of this report.
In addition to the above modification, ongoing development of the approved Project has identified
the need to modify two Minister’s Conditions of Approval (MCoA).
Transport for NSW is seeking, to amend the existing MCoA Condition B59 to remove
reference to avoiding any direct impact or impacts to Wansey Cottage.
It is also proposed to amend MCoA B89(b) to correct an inconsistency with the approval
process for out-of-hours application that is provided in condition B4.
Further details regarding the proposed administrative changes being sought to the two existing
MCoAs is provided in Chapter 6 of this report.
4 Parsons Brinckerhoff
2. Description of the approved Project
This chapter provides a description of the approved Project, with reference to the design
elements proposed to be modified.
The approved stop included two side platforms between approximately 3.2 and 5.1 metres wide
allowing for direct interchange with buses in both the morning and afternoon peak periods,
providing for efficient transfer of passengers at this location. Bus stops were to be located on
Belmore Road (servicing morning peak buses) and Avoca Street and Cuthill Street (servicing
afternoon peak buses) (refer to Figure 2.1).
The approved Project also included the retention of a large turfed area within the park for non-
transport use, however it required the removal of approximately 33 trees within High Cross
Park, including some trees listed on Randwick City Council’s (2007) Register of Significant
Trees. The approved Project also included an above ground substation and driver’s amenity
facilities to be located towards the south-eastern end of High Cross Park, near the intersection
of Cuthill Street and Belmore Road. The approved stop location and arrangement of the
Randwick stop and interchange is shown in Figure 2.1.
The approved Project provided for signalised pedestrian crossings at both the western and
eastern ends of the platform near the intersections of High Street with Wansey Road and
Botany Street respectively. The existing trees on both the northern and southern side of
High Street at the UNSW High Street stop were to be removed. The approved Project would
require a strip of land approximately 6 metres in length along the southern side of High Street
on UNSW land to be acquired for the Project. The approved stop location and arrangement of
the UNSW High Street stop is shown in Figure 2.2.
Transport for NSW 5
CBD and South East Light Rail – Modification Report – State Significant Infrastructure Approval (SSI-6042)
Figure 2.1 Plan of the approved Randwick stop and interchange arrangement
6 Parsons Brinckerhoff
Note: Indicative only
Figure 2.2 Plan of the approved UNSW High Street stop arrangement
At the Randwick terminus stop, two traffic lanes along Avoca Street and Belmore Road (west of
Avoca Street) were to be maintained. Additionally, general traffic along Belmore Road was to be
reduced to one lane (southbound) and two northbound bus lanes (refer to Figure 2.1).
At the location of the UNSW High Street stop, the approved Project included the provision of
one lane of traffic on either side of the proposed island platform. These traffic lanes allowed for
movement of all vehicles, including general traffic in both directions. The currently unsignalised
intersection of High Street and Wansey Road was to be signalised with the existing traffic
signals at the intersection of High Street and Botany Street retained. Additionally, Wansey Road
was to be one way (southbound) between Alison Road and Arthur Street, with the section
between Arthur Street and High Street allowing for general traffic in both directions.
2.4.2 Cyclists
The approved Project proposed to impact upon the existing High Street on-road cycle route,
linking Belmore Road and Anzac Parade. Therefore, in order to maintain cyclist access to the
Randwick town centre, Arthur Street was identified to be designated as an on-road cycle route
between Wansey Road and Belmore Road. Cyclists using the off-road cycleway on
Wansey Road would cross the light rail alignment and use Wansey Road to access
Arthur Street.
new bus stops were proposed on Belmore Road (servicing morning peak buses) and
Avoca Street and Cuthill Street (servicing afternoon peak buses) as part of an overall
interchange with the Randwick terminus (refer to Figure 2.1)
the current westbound UNSW stop (on the south side of High, adjacent to the Lowy Cancer
Centre) was to be replaced by an indented bay within UNSW land
the current eastbound bus stop on the north side of High Street (between Botany Street and
Wansey Road) was to be removed
outside the Prince of Wales Hospital, the eastbound bus stop on High Street would be
removed. The stop location would be relocated to Clara Street.
8 Parsons Brinckerhoff
3. Description of the proposed
modification
This chapter documents the design changes forming the modification that Transport for NSW
proposes to make to the approved Project. The modification was identified as a result of
ongoing design development and continued stakeholder and community consultation.
3.1 Overview
The location of the proposed changes as part of the modification with respect to wider approved
Project is shown in Figure 3.1.
A single, eastbound traffic lane for general traffic on High Street would be maintained to the
north of the revised stop location between Clara Street and Avoca Street. The existing
westbound traffic lane would be removed at this location. The east and westbound traffic lanes
would be retained between Clara Street and Botany Street.
The existing pedestrian paths along the northern and southern sides of High Street would be
retained as part of the proposed modification. The changes as part of the modification would
also result in a slightly revised vehicle access to the Prince of Wales Hospital, including the
provision of a revised public drop off zone for the Prince of Wales Hospital on the southern side
of High Street and. This would be consistent with the Minister’s Conditions of Approval (MCoA)
B42 which requires that, as part of the project, a revised taxi rank and passenger drop off area
at the entry to the Hospital be provided (refer to Figure 3.2).
Similar to the design described in the CSELR EIS (Transport for NSW, 2013), track crossovers
would be provided to the west of the relocated Randwick terminus stop to allow for the light rail
vehicles (LRVs) to undertake a return trip (westbound). The platform was designed to be
compliant with the Disability Discrimination Act 1992 (DDA).
The revised stop location and arrangement of the Randwick terminus is shown in Figure 3.2 and
a comparison of the approved and proposed track alignments as a result of the modified design
is shown in Figure 3.3. An indicative visual perspective of the revised stop is also shown in
Figure 3.4.
10 Parsons Brinckerhoff
Note: Indicative only. Subject to detailed design
Figure 3.2 Plan of the proposed location for the revised Randwick terminus stop arrangement
Figure 3.3 Revised light rail track arrangement for the Randwick terminus stop
Figure 3.4 Indicative visual perspective (looking east) of the revised Randwick terminus stop
A canopy shelter would be provided on the southern platform for shade and weather protection.
The northern platform would not be provided with a canopy shelter due to the primarily
disembarking function of this platform. Passengers would cross High Street at the signalised
crossings at either Wansey Road or Botany Street.
The modification would result in the removal of the eastbound traffic lane along High Street
between Wansey Road and Botany Street. For this section of the alignment, the eastbound light
rail tracks would become a bus and light rail-only shared zone (refer to Figure 3.7). Existing
eastbound general traffic would be required to utilise an alternative route along Arthur Street.
The existing westbound traffic lane would be retained for general traffic, however this lane
would be realigned by approximately 4 to 5 metres to the south to accommodate the stop
platform. A new pedestrian footpath would also be provided at this location on land currently
owned by UNSW.
As a result of the proposed removal of the eastbound traffic lane, the existing driveway access
to four properties on the north side of High Street would be removed and relocated to a new
access lane to be provided from Arthur Street (refer to details below).
12 Parsons Brinckerhoff
As with the approved Project, the stop would continue to be compliant with the DDA.
The revised stop arrangement for the UNSW High Street stop is shown in Figure 3.5 and a
comparison of the approved and proposed track alignments as a result of the modified design is
shown in Figure 3.6. An indicative visual perspective of the stop is also shown in Figure 3.7.
Figure 3.5 Plan of the revised UNSW High Street stop arrangement
Figure 3.6 Plan of the revised UNSW High Street stop arrangement
Figure 3.7 Indicative visual perspective (looking west) of the modified UNSW High Street stop arrangement
along High Street
42 and 44 High Street (residential apartment buildings with shared access – 18 and 15 units
respectively)
Alternatives considered
A series of alternative access scenarios were considered to retain access to the impacted
High Street properties. Discussion regarding the design development and consideration of the
options for the new access lane from Arthur Street is provided in Appendix A.
14 Parsons Brinckerhoff
The proposed access lane would consist of widening an existing private lane. The existing lane
from Arthur Street would be widened to approximately 6 metres, leading to a widened ‘hammer
head’ area approximately 8 metres wide along rear boundaries of the affected properties.
The new access lane would consist of an asphalt surface (or other suitable material to be
determined during detailed design). Ancillary work that would be required includes:
The new access lane would provide access to the existing car parking spaces at the rear of the
Kenvale College and Creston College. The access lane would also require revised storage
space for garbage bins for the private properties affected, similar to the current situation,
however at the rear of each property to provide access for garbage trucks via the new lane.
The location for this storage would be determined during detailed design, in consultation with
the relevant property owners. Collection of these bins would continue to occur whereby the bins
are collected from the storage locations within each property.
Due to ground level differences, a retaining wall between approximately 0.1 metres and
1.5 metres high would be required towards the north east side of the hammer head shaped road
area.
New fencing would be provided along the boundary of the access lane area with appropriate
lighting to maintain a suitable level of safety. Some minor vegetation clearance on Arthur Street
would be required to maintain suitable sight distances along Arthur Street for vehicles accessing
Arthur Street from the new lane.
Subdivision
The creation of the proposed access lane from Arthur Street would involve the subdivision of
some private land, currently owned by UNSW. In seeking approval for the proposed
modification, approval would be sought for a revised subdivision arrangement for the proposed
lane. A detailed Deposited Plan of the subdivision layout would be prepared and lodged at Land
and Property Information NSW for the subdivision of such land.
Figure 3.8 Plan of the proposed access lane arrangement from Arthur Street
General traffic which currently travels along the sections of High Street, which would be
removed for the modified design, would be required to travel along an alternative route in order
to reach their destinations. With respect to the proposed changes at the Randwick terminus
stop, it is anticipated that the majority of traffic would travel along either Alison Road,
Arthur Street or Barker Street, depending on the trip origin and destination.
With respect to the proposed changes associated with the UNSW High Street stop, it is
anticipated that most vehicles would travel along Wansey Road and Arthur Street, and either
continue along either Arthur Street or turn into Botany Street, depending on their destination.
The revised traffic flows that would occur as a result of the modification are shown in Figure 3.9.
16 Parsons Brinckerhoff
These changes would include:
conversion of the existing roundabout at the intersection of Barker Street and Botany Street
to a signalised intersection
provision of traffic signals at the intersection of Arthur Street and Botany Street. This would
require the removal of up to approximately eight existing car parking spaces along
Arthur Street immediately to the east of Botany Street to accommodate turning lanes at this
location
provision of traffic signals at the intersection of Arthur Street and Belmore Road. This would
require the removal of up to approximately 11 car parking spaces along Arthur Street
between Belmore Road and Arthur Lane and on Belmore Road to accommodate turning
lanes at this location
formal street line marking along Arthur Street between Wansey Road and Belmore Road.
The proposed infrastructure and parking changes along Arthur Street are shown in Figure 3.10.
In addition to the proposed changes along Arthur Street, the following roadway infrastructure
changes are proposed in conjunction with the changes as part of the modification (to be
undertaken by Randwick City Council):
kerb adjustments to Belmore Road near High Street to widen the footpath and reduce the
length of the Belmore Road pedestrian crossing
removal of the existing slip lane from Belmore Road into Avoca Street (southbound)
re-surfacing of the Avoca Street footpath (in the vicinity of the proposed morning bus
interchange location)
installation of bicycle storage facilities within the precinct surrounding the Randwick
terminus stop.
The potential impacts of the proposed changes to local traffic network and associated
infrastructure and parking works are described in section 5.2 of this report.
Figure 3.9 Proposed changes to traffic flow within the Randwick Precinct
18 Parsons Brinckerhoff
Note: Indicative only. Subject to detailed design
Figure 3.10 Proposed infrastructure and parking changes within the Randwick Precinct
Principally, these would involve diversion of bus routes that would use High Street between
Clara Street and Avoca Street where access along this section of High Street would be
removed. Bus route diversions would use Clara Street and the eastern end of Arthur Street to
maintain access to Belmore Road and Avoca Street.
Buses travelling eastbound on High Street between Wansey Road and Botany Street would be
allowed to use the light rail corridor, while those travelling westbound would use the general
traffic lanes. Between Botany Street and Clara Street, buses would continue to be allowed in
both directions as per the approved Project.
A new northbound morning bus stop zone on the western side of Avoca Street would also be
provided as part of the changes associated with the modification. This would allow up to four
buses to stop within the western-most lane along Avoca Street, to the south of High Street
during the morning peak period. As a result of the proposed changes to bus stops along
Belmore Road and Avoca Street, approved bus stops within High Cross Park along
Avoca Street (southbound) and Cuthill Street (refer to Figure 2.1) would no longer be required.
This would result in a reduced impact to High Cross Park, including the retention of
approximately 33 trees and open space within the park and approximately 18 parking spaces
adjacent to High Cross Park (on Belmore Road and Cuthill Street) which were previously
identified to be removed under the approved project.
20 Parsons Brinckerhoff
Note: Indicative only. Subject to detailed design.
Figure 3.11 Proposed reconfiguration of the Randwick terminus stop and interchange bus stop
arrangements and proposed substation location (below ground)
The substation would be relocated underground within High Cross Park in a similar position as
the approved Project along the western side of Belmore Road (refer to Figure 3.11). The
footprint of the substation would be approximately 16 metres by 9 metres and have a depth of
approximately 8 to 9 metres below ground. Where feasible, the final location of the substation
would be optimised during detailed design to minimise potential impacts to significant trees,
cultural and heritage items within the park (refer to section 5.7 of this report).
In order to provide a connection between the substation and the Randwick terminus, an
underground connection would also be required along Belmore Road and across the
Avoca Street and Belmore Road intersection.
In addition to the relocation and undergrounding of the substation within High Cross Park, the
driver’s amenity facilities would be relocated to within the Superintendents Cottage building,
located to the south of the relocated Randwick terminus stop (refer to Figure 3.2) within the
Prince of Wales Hospital site.
Figure 3.12 Existing High Cross Park construction compound layout (left) and revised construction
compound layout (right)
22 Parsons Brinckerhoff
Table 3.1 Summary of approved Project and proposed modification
Project Summary of approved Project Summary of proposed modification Justification for change
component
Randwick A light rail stop/terminus was to be Relocation of the stop from Previous decisions for the location of the Randwick terminus used bus
terminus located on the northern edge of High Cross Park to the eastern end interchange priority as the deciding factor, where a location within High Cross
stop High Cross Park along of High Street, west of the Park was considered to provide the best transport outcome. However, as
Belmore Road. intersection of High Street and identified in the CSELR EIS, the High Cross Park terminus proposal has
The light rail alignment was to Avoca Street. significant impacts on the park including reduction of open space, removal of
travel along the centre of The modified location for the stop trees and impacts to the heritage character of the park. These impacts continue
High Street and then cross would provide an approximately to be a concern to stakeholders and the community.
Avoca Street to High Cross Park. 67 metre long, 4.2 metre wide island Due to these ongoing concerns, further options analysis was undertaken with
A stop design including two side platform with a weather protection key stakeholders, including Randwick City Council and NSW Health
platforms between approximately shelter towards the eastern end of Infrastructure. The analysis identified a number of benefits for moving the
3.2 and 5.1 metres wide, with the platform. Randwick stop to High Street, including:
canopies on both platforms, The light rail alignment would travel customers using the light rail and bus stops would be closer to the casual
including a wider canopy on the along the centre of High Street to surveillance from shops and other people in the town centre
eastern platform to allow for past Clara Street, but the tracks
interchanging passengers. would split to allow for the island the stop would more directly serve the town centre and primary entrances to
platform. the Prince of Wales and Sydney Children’s Hospitals
Removal of approximately 33 trees
within High Cross Park and impact Provision of track crossovers to the reducing the need for a majority of customers to cross roads to access the
to some of the open space within west of the relocated Randwick stop
High Cross Park. terminus stop. the High Street location would provide an urban solution that is better
integrated with the Randwick town centre
the revised location offers faster journey times for the light rail service due
to a reduced route and avoidance crossing Avoca Street and associated
traffic signal delays.
In addition, further refinement of customer movements identified that whilst a
large proportion of customers would continue to interchange from buses to light
rail, this was not significantly greater than customers who were using the light
rail to access the Prince of Wales Hospital, medical offices or the commercial
town centre of Randwick. The revised location provides a more balanced
solution for interchanging and destination customers.
Overall, the High Street solution delivers a public domain win that is considered,
on balance, better than the High Cross Park location and is more widely
supported by stakeholders. The High Street solution meets the twin objectives in
the NSW Long Term Transport Master Plan for modern interchanges: to
‘facilitate efficient travel’ and be the ‘cornerstones of lively, safe and attractive
precincts that add value and amenity to their neighbourhoods.’
Project Summary of approved Project Summary of proposed modification Justification for change
component
UNSW High The UNSW stop was to be located Relocation of the stop to northern During ongoing discussions with the UNSW following Project approval, the use
Street stop in the centre of High Street, side of High Street and re-design to of the UNSW High Street stop as a key trip generator was further considered,
approximately 40 metres to the an island platform. and additional opportunities identified to improve the safety for customers during
east of Wansey Road The northern platform would be peak periods. The opportunities identified included:
The stop was to comprise an island integrated with the existing footpath incorporating the morning peak disembarking platform into the northern
platform configuration with a width with a combined width of pedestrian footpath, removing the need for large numbers of customers to
of approximately 6.4 metres and approximately 4.5 metres wide. The wait on the island platform before crossing High Street to the UNSW
67 metres in length, including southern platform would be campus
canopy. approximately 6 metres wide.
providing segregated boarding and alighting allowing for flexibility to
The light rail alignment was to turn Provision of a canopy shelter on the accommodate higher volumes of customers
from Wansey Road into the centre southern platform only.
providing increased platform widths for afternoon peak period, including
of High Street, but separated to
allow for the island platform. The additional customer waiting area for peak periods.
tracks would reconverge at The consideration of these opportunities has resulted in the approved stop
Botany Street. design being amended to move the location of the light rail track alignment
Provision of signalised pedestrian slightly north of its approved location and provide a widened (westbound)
crossings at the western and platform. Additional benefits that would occur as a result of the modified design
eastern ends of the platform would include:
Removal of existing trees on the reduced impact to the main UNSW campus to the south of High Street
northern and southern side of improved compatibility with the overall UNSW campus masterplan for the
High Street at the UNSW precinct
High Street stop.
potentially reduced conflict between the light rail and sensitive equipment
Acquisition of a strip of UNSW land utilised by the UNSW, in particular the Lowy Cancer Research Centre.
(approximately 6 metres) along the
southern side of High Street.
High Cross Above ground substation and Relocating the High Cross Park This change is consistent with the requirement outlined in MCoA B27(f)(ii) which
Park driver’s amenity facilities to be substation underground, in a revised requires that consideration be given to the undergrounding of substations where
substation located towards the south-eastern location within the park. reasonable and feasible.
end of High Cross Park. The drivers amenity facilities to be
incorporated into the existing
Superintendents Cottage on
High Street
24 Parsons Brinckerhoff
Project Summary of approved Project Summary of proposed modification Justification for change
component
High Cross The High Cross Park construction Reconfiguration of the compound Due to the relocation of the Randwick stop, the permanent land requirements on
Park compound would occupy the site to occupy only the existing High Cross Park are reduced. The construction compound has been reduced in
compound majority of the park, as well as the footpath, one lane of parking and size and reconfigured to minimise the compound site to that required to
site existing footpath, one lane of one lane on Belmore Road. construct the substation and for some laydown to support eh Randwick stop
parking and one lane on construction. This will significantly reduce impacts on the park.
Belmore Road.
Local traffic Light rail alignment along At the eastern end of High Street, Changes required to accommodate the revised stop locations and design and to
and road High Street was to be located in the between Clara Street and manage predicted traffic and access impacts as a result of the road layout
infrastructure centre of the street between Avoca Street the westbound traffic changes on High Street.
Wansey Road and Avoca Street, lane would be removed. A single,
with a single east and westbound eastbound traffic lane would be
traffic lane to be maintained on maintained for general traffic.
either side of the light rail At the UNSW High Street stop
alignment. section of High Street, between
Provision of new traffic signals at Wansey Road and Botany Street the
the intersection of High Street with eastbound traffic lane would be
Wansey Road, Hospital Road and removed. A single westbound traffic
Clara Street. lane would be retained for general
At High Cross Park two traffic lanes traffic, approximately 4 to 5 metres to
along Avoca Street and the south of its current location.
Belmore Road (west of Local traffic improvements to
Avoca Street) were to be accommodate anticipated changes in
maintained. General traffic along traffic movements, including:
Belmore Road was to be reduced o conversion of the roundabout at
to one lane (southbound) and Barker Street and Botany Street
two northbound bus lanes. to a signalised intersection
o provision of traffic signals at
Arthur Street and Botany Street
(and removal of up to eight car
parking spaces)
o provision of traffic signals at
Arthur Street and Belmore Road
(and removal of up to 11 car
parking spaces)
o formal street line marking along
Arthur Street
Project Summary of approved Project Summary of proposed modification Justification for change
component
Property Access to all existing properties The removal of the eastbound lane Changes required to accommodate the revised stop locations and design and to
access along the length of High Street was on High Street between manage predicted traffic and access impacts as a result of the road layout
to be maintained, however most Wansey Road and Botany Street changes on High Street.
property accesses would generally would result in the removal of
be restricted to left-in-left-out vehicular access to four properties
operation with the exception of the on the north side of High Street.
right turn accesses into the hospital An alternative access would be
(maintained as part of the provided via a new access lane off
signalised intersection at Arthur Street.
Clara Street).
At the Prince of Wales Hospital a
slightly revised vehicle access would
be provided, including a revised
public drop off zone on the southern
side of High Street.
Access to properties on the north
side of High Street between
Clara Street and Avoca Street would
potentially be restricted to light
vehicles only.
Bus No bus services are to be re-routed The eastbound light rail tracks Changes required to accommodate the revised stop locations and design and to
operations as part of the approved Project. between Wansey Road and manage predicted traffic and access impacts as a result of the road layout
Some existing bus stops along Botany Street would become a bus changes on High Street.
High Street was to be relocated as and light rail-only shared zone
part of a wider change to the Diversion of bus routes currently
broader bus network, including: using High Street between
o new bus stops on Belmore Clara Street and Avoca Street to use
Road, Avoca Street and Clara Street and Arthur Street to
Cuthill Street to allow access Belmore Road and
interchange with the Randwick Avoca Street.
terminus Modification to bus stops as follows:
o replacement of the current o Relocation of existing westbound
westbound UNSW stop bus stop on High Street outside
(adjacent to the Lowy Cancer the Prince of Wales Hospital to
Centre) with an indented bay Clara Street, near High Street.
within UNSW land
26 Parsons Brinckerhoff
Project Summary of approved Project Summary of proposed modification Justification for change
component
28 Parsons Brinckerhoff
4. Stakeholder consultation
This chapter outlines the consultation that has been undertaken with agencies and stakeholders
during the preparation of this modification application.
City of Sydney
Health Infrastructure.
Randwick Terminus 4 March 2015 Bus location options along High Street Section 3.2.1
Alternative Option 11.30 am–1.30 pm Consideration of terminus Section 3.2.3
Working Groups arrangement
(including Section 3.2.5
representatives from Road network impacts
Section 5.2 (Traffic and
Randwick City Potential impacts to privately owned
transport)
Council, Transport for properties associated with UNSW
NSW, Health High Street stop change. Section 5.5
Infrastructure, Roads (Property and land use)
and Maritime Appendix A
Services, Centre for
Road Safety , Policy
and Regulation, NSW
Trains, UNSW,
Spackman Mossop &
Michaels, EMGA
Mitchell McLennan)
Section considered in
Stakeholder Date(s) Summary of key issues raised
modification report
30 Parsons Brinckerhoff
Section considered in
Stakeholder Date(s) Summary of key issues raised
modification report
University of NSW 28 October 2015 High Street property access Section 3.2.3
Kenvale College 11.30 am–12.30 pm Design of new access lane from Section 5.4
TBC Arthur Street and impact on childcare (Planted trees)
Tiggers Honeypot centre.
Child Care Centre Section 5.5
Loss of green open space in the (Property and land use)
Childcare centre
Chapter 7
Identification of the existing uses of
space by children, staff and parents
Health and wellbeing benefits
available to children as a result of
open and natural space to play
Impact to established uses including
storage sheds, vegetable garden and
activity space
Loss of trees
Preserving childcare access to land
proposed to be located across the
access lane
Types of materials used for any new
boundary walls
Potential upgrade and landscaping of
remaining space.
Consultation with the Australian Turf Club (ATC) as operators of the Randwick Racecourse was
also undertaken in August and September 2015 with respect to the proposed demolition of
Wansey Cottage. The ATC did not raise any objections regarding the proposed removal of the
Wansey Cottage building. Further details regarding this design refinement is provided in
Chapter 6 of this Modification Report.
The purpose of the letter was to inform residents about the changes as part of the modification,
provide them with high level information about the potential impacts and advise them of the
project contact details for more information.
The purpose of the door knocking was to follow up on the letterbox update on the project,
explain the background to the proposed modification and the potential impacts it would have to
the local area. The exercise also provided the opportunity for residents to provide initial
feedback and raise potential concerns.
Traffic Concern about an increase in vehicular traffic along Arthur Street. Section 5.2
Noise Concern about the vehicle noise that would be generated from the Section 5.4
access lane – particularly for the properties located at 10 and
12 Arthur Street.
Access Questions about access during construction and whether the access Section 3.2.3
lane would be built before access from High Street ceased. Section 5.2
32 Parsons Brinckerhoff
Section considered in
Issue Feedback received during door knocking
modification report
Bus routes Questions about the eastbound bus stop on High Street and where it Section 2.4.3.
would be located to.
Concern that if the bus stop were to be moved it would negatively impact
a number of elderly people who regularly use the stop, particularly for
the 400 bus route to Bondi Junction.
Support for There was overwhelming support for the Light Rail project. The majority Support for the project
the project of residents thought it was a good idea and were looking forward to the was noted.
project being completed.
There was an understanding that construction would be disruptive, but
that it would be worth it in the long run.
4.3.1 Advertising
In addition to the statutory notice placed by the Department of Planning and Environment, the
exhibition will be publicly advertised in the Southern Courier and Wentworth Courier prior to
commencement.
Transport for NSW Community Information Centre, King Street, Sydney CBD
During this time display material and hard copies of this modification will be made available to
the public in order to provide the community, stakeholders and agencies an outline of expected
environmental and social impacts and proposed management and mitigation measures.
Health Infrastructure.
The submissions report will be publicly available on the Transport for NSW website and the
DP&E website.
As part of the ongoing community consultation, the project team will communicate the proposed
changes and potential impacts outlined in the modification to local residents and businesses via:
door knocking
community newsletters
34 Parsons Brinckerhoff
5. Environmental assessment
This chapter assesses the design modification that Transport for NSW proposes to make to the
approved Project. An assessment of the difference in environmental impact for each design
modification demonstrates that, in each case, they would represent a positive outcome for the
proposal or can be adequately managed through the application of suitable environmental
management measures.
A summary of the potential impacts resulting from the proposed modification compared to those
previously identified as part of the approved Project, and the subsequent net impact, is provided
in Table 5.10 at the end of this chapter.
Traffic and transport The modification would result in some changes to local traffic
movements/network, property access, bus routes, bus stop
locations and on-street parking.
Visual and landscape character The modification would result in a beneficial visual and landscape
character outcome in comparison to the approved Project, in
particular as a result of reduced impacts to High Cross Park.
Planted trees The modification would result in a beneficial outcome to planted
trees, in particular reduced impacts to High Cross Park. No change
to identified trees impacts at UNSW.
Property and land use The modification would result in some additional impacts to
property and land use, in particular additional impacts to existing
properties to accommodate the rear access lane from Arthur Street
and loss of vehicle access from High Street. However, some
beneficial impacts would occur through reduced impacts to
High Cross Park.
Noise and vibration The modification would result in some additional noise and
vibration, in particular additional impacts to existing properties to
accommodate construction of the rear access lane from
Arthur Street and change of traffic patterns due to the closure of
some lane directions along High Street.
Soil and contamination The modification is generally consistent with approved Project.
Groundwater The modification is generally consistent with approved Project.
Aboriginal heritage The modification is generally consistent with approved Project.
Biodiversity The modification is generally consistent with approved Project.
Air quality The modification is generally consistent with approved Project.
Utilities and services The modification would result in some additional utility impacts
along High Street.
Greenhouse gases The modification is generally consistent with approved Project.
Hazards and risks (including The modification would result in some benefits to electromagnetic
electromagnetic interference interference impacts in comparison to the approved Project, in
impacts) particular with respect to potentially sensitive equipment associated
with the UNSW.
Privacy The modification is generally consistent with approved Project.
36 Parsons Brinckerhoff
A series of key changes in construction activities have been identified which may result in
changed impacts. These include:
potential traffic disruptions and footpath diversions along Arthur Street associated with the
reconfiguration of kerbside parking arrangements, reconfiguration of the Wansey Road,
Botany Street, Clara Street and Belmore Road intersections, and construction of the
proposed access lane for impacted properties along High Street
minor localised traffic impacts associated with the installation of traffic signals at the
following intersections:
potential temporary footpath closures on the north side of High Street associated with the
UNSW High Street stop, between Wansey Road and Botany Street
construction activities on the Belmore Road footpath associated with the closure of the
southbound slip lane to Avoca Street
potential traffic disruptions on Avoca Street northbound (south of High Street) associated
with the new bus zone.
The modified design would also result in some key benefits including:
reduced traffic impacts on Avoca Street, Cuthill Street and Belmore Road surrounding
High Cross Park as a result of a reduced construction area and traffic generation, including
the removal of construction works required to provide the bus stops in the approved Project
reduced road closure requirements as a result of the light rail tracks no longer required to
be built across Avoca Street.
Other than the above potential impacts, no other significant changes and impacts are
anticipated relating to the construction of the modified UNSW High Street stop and Randwick
terminus stop, compared with impacts identified with the approved Project.
The modified Project would require the bulk of morning peak alighting passengers to cross the
full length of High Street, compared with the situation in the approved Project, in which light rail
passengers alighting at the UNSW High Street stop and heading towards UNSW only cross
one track and the westbound traffic lane. This change would likely have some impact on the
length of signal phase time required to accommodate pedestrian crossing, and would impact on
the operation of the Wansey Road/High Street intersection.
Relocating the Randwick terminus stop to west of the High Street/Avoca Street/Belmore Road
intersection would reduce walking distances for light rail passengers in the direction of the
Randwick Hospital Precinct, as well as those with destinations (or origins) within the Randwick
shopping precinct on Belmore Road. These customers would likely experience shorter walking
distances compared with the location of the stop in the approved Project.
Interchange functionality
The relocation of the Randwick stop and terminus, and the associated relocation of bus stops
would continue to allow bus to light rail transfers and provide a functional transport interchange.
However, the revised location of the terminus stop would result in slightly longer walking
distances to achieve this, in particular between light rail and the bus stop on Belmore Road.
A positive impact arising from the changes as part of the modification would be that light rail
passengers who would not need to interchange (i.e. using light rail only) would no longer need
to cross Belmore Road or Avoca Street in order to access the location the light rail stop in
High Cross Park (as per the approved Project).
Traffic
Network operations
Transport modelling of the anticipated network changes was undertaken as part of the
assessment (GTA, 2015). The results of this modelling provided a holistic view of the
performance of the road network along High Street and Anzac Parade and provides information
on the expected travel pattern changes. The key results from this modelling are provided in
section 4.2 of the Traffic, Transport and Access Impact Assessment (GTA, 2015) and included
as Appendix B and summarised below.
The morning peak modelling results illustrated a marginal impact to the network operation, with
an approximately 4 per cent increase in average delay across the assessed road network and
negligible impact to the average speed. In the afternoon peak, the road network operation would
improve marginally with average delays reduced by approximately 3 per cent and average
speed increased by approximately 1 per cent.
In the modified Project scenario, Arthur Street and Alison Road were identified to become the
primary routes for diverted trips, and to a certain extent, Barker Street and Botany Street south
of High Street in the morning peak.
In addition to the assessment of traffic volume changes, traffic volumes at key sections of road
within the study area were also assessed to provide a better understanding of changes in traffic
flow patterns (refer to section 4.2.2 of the Traffic, Transport and Access Impact Assessment
(GTA, 2015)). The results of the traffic flow assessment for both the morning and afternoon
peaks indicated the following:
Traffic flows along Anzac Parade and Alison Road would generally be consistent for both
the approved Project and the proposed modification in both morning and afternoon peaks.
This indicates that the travel pattern would not be significantly affected by the proposed
changes on High Street.
Westbound afternoon peak flows along Alison Road would increase by more than
100 vehicles.
38 Parsons Brinckerhoff
Traffic flows would be reduced on High Street eastbound, as a results of the lane closures
and diversions. Consequently, traffic flows would increase on the adjacent alternate routes,
in particular Arthur Street and Barker Street.
The section of Arthur Street between Clara Street and Belmore Road would experience
significant increases in volumes during both the morning and afternoon peak periods.
Similarly, sections of Arthur Street between Wansey Road and Clara Street would be
expected to experience various increases in volumes that could impact on local amenity,
including access to properties.
Intersection operations
The impact to the operation of key intersections has been assessed. The impacts of the
proposed modification in comparison to the compared to the approved Project in terms of
average intersection delays are presented in Figure 5.1 and Figure 5.2 for the morning and
afternoon peaks, respectively.
Source: Traffic, Transport and Access Impact Assessment (GTA, 2015), Figure 4.7
Figure 5.1 Changes in morning peak average itersection delays with proposed modification (seconds)
Source: Traffic, Transport and Access Impact Assessment (GTA, 2015), Figure 4.8
Figure 5.2 Changes in afternoon peak average intersection delays with proposed modification (seconds)
During the morning peak, average delays would generally increase at the intersections nearest
to the light rail stops, though the High Street and Botany Street intersection would remain
unchanged. The (currently unsignalised) intersection of Arthur Street and Belmore Street would
have the highest increase in average delay from the approved Project scenario, with an
approximately 40 second increase in average delays. The Arthur Street and Botany Street
intersection would also result in a 13 second increase in average delay, while the High Street
and Wansey Road intersection would increase by approximately 14.5 seconds (average delay).
During the afternoon peak, average delays at the intersections near the UNSW High Street stop
would generally be consistent with the conditions in the approved Project scenario, with
increases of about 3 seconds at intersections along the Arthur Street alternate route. However,
the High Street intersections with Botany Street and Avoca Street would result in average delay
increases of approximately 38 and 13 seconds, respectively. The High Street and Anzac Parade
intersection would also likely experience a decrease in average delay over the approved Project
scenario. However, in both the morning and afternoon peaks, the Anzac Parade and
Barker Street intersection is expected to result in a 16 second increase in average vehicle
delays.
Considering the average vehicle delays and predicted intersection operation, the intersections
immediately adjacent to the UNSW High Street stop and Randwick stop locations, the
Arthur Street/Belmore Road, Belmore Road/Avoca Street and High Street/Botany Street
intersections would be operating at capacity during the morning peak, while additional capacity
would be required for the Wansey Road/High Street intersection for both the morning and
afternoon peaks. The potential impacts associated with these capacity increases would be
considered during the detailed design phase and incorporated into the Network Management
Plan which is required to be developed as part of the MCoA for the Project (specifically
MCoA B26).
40 Parsons Brinckerhoff
Further details regarding potential impacts to intersection performance is provided in
section 4.2.3 of the Traffic, Transport and Access Impact Assessment (GTA, 2015).
Travel times on three key routes within the Randwick precinct were assessed for the approved
Project and the proposed modification scenarios. The key routes assessed were along
Anzac Parade, Alison Road and Perouse Road to Todman Avenue as illustrated in Figure 5.3.
A comparative analysis of the approved Project scenario and the proposed modification
scenario travel times indicated the following changes for each key routes:
Anzac Parade – Northbound – Travel times for the northbound direction along
Anzac Parade respectively would remain relatively consistent for the two scenarios. The
changes in travel patterns due to High Street closures would have marginal impact on
the operation of this route, indicating a minor reduction in travel time during the morning
peak period.
Anzac Parade – Southbound – Similarly to the northbound trips, travel time for the
southbound trips would remain unchanged when compared to the approved Project
scenario.
Alison Road – Westbound – The average travel time for Alison Road westbound, indicate
that the westbound travel times would be likely to remain unaffected in both scenarios in
both the morning and afternoon peaks.
Alison Road – Eastbound – Travel times for eastbound trips along Alison Road would
increase by approximately 20 seconds. This would be caused by congestion at the
Alison Road/Avoca Street intersection resulting from traffic rerouting from Belmore Road.
This redirection would be caused by increased delays along the section of Belmore Road
where High Street traffic travels via Arthur Street.
Perouse Road to Todman Avenue (via High Street) – Westbound – Only minor changes in
the average travel times for this route would be anticipated.
Todman Avenue to Perouse Road (via High Street) –Eastbound – These trips would be
subject to the highest rate of rerouting, resulting in increased travel journeys. The increase
in travel time would be largely attributed to the closure of the eastbound movement on along
High Street.
Source: Traffic, Transport and Access Impact Assessment (GTA, 2015), Figure 4.9
42 Parsons Brinckerhoff
Bus operations
There would be minor impacts to bus services that pass the High Street/Randwick interchange.
Table 5.2 details the changes to the approved Project and the implications on the approved
Project bus network.
370 Coogee–Market Place, Route operates as existing. Section of route on High Street between
Leichhardt via Newtown Clara Street and Avoca Road to be diverted
through Belmore Road, Arthur Street and
Clara Street, then back to High Street.
375 Not applicable New service operating Maroubra Route diverted through Belmore Road,
Beach–Sydney University via Arthur Street and Clara Street.
Randwick Junction, High Street
and Todman Avenue.
M50 Metrobus route between Will no longer operate in the Not applicable.
Maroubra Junction and Eastern Suburbs to align with
Leichhardt the Sydney city centre bus
network redesign.
In order to understand impacts of bus route diversions on travel times, representative routes
were selected for typical bus route patterns through High Street. Bus routes 370, 400 and 373
were analysed for various sections for the assessment. The results of the bus travel time
assessment indicated the following:
Redirecting the High Street bus routes via Arthur Street would increase inbound bus travel
times in the morning peak.
The bus travel times in the afternoon peak outbound direction would not significantly
increase. Two of the three routes investigated would experience shorter travel times with
the proposed modification.
Bus routes along Belmore Road (represented by Route 373) would potential experience
longer delays as an indirect result of the proposed closure of High Street westbound
(between Avoca Street and Clara Street), as a result of increased delays at the
Belmore Road/Arthur Street intersection in the inbound direction during the morning peak.
In the afternoon peak, the outbound services along Belmore Road (Route 373) would be
expected to benefit from a simplified signal phasing arrangements at the High Street/
Avoca Street/Belmore Road intersection, which would operate with only three signal
phases, in comparison to five signal phases required for the approved Project scenario in
order to accommodate light rail and general traffic movements.
Changes to bus routes and travel times would continue to be refined during detailed design
through ongoing consultation with bus service providers and Randwick City Council. Further
details regarding the potential bus operation impacts are discussed in section 4.3 of the Traffic,
Transport and Access Impact Assessment (GTA, 2015) and included as Appendix B.
The modification would include changes to the intersection upgrades along Arthur Street and
Barker Street. The potential impacts to kerbside parking (subject to detailed design of the
intersection works) in comparison with the approved Project are summarised in Table 5.3.
Arthur Street Botany Street to 20 m No Stopping at Botany Street and Loss of 7 parking spaces
(South Side) Arthur Lane new upstand
Wansey Road Arthur Street to High Street No Stopping full length No impacts to parking relative
(West side) to approved Project
Wansey Road Arthur Street to High Street No Stopping full length No impacts to parking relative
(East side) to approved Project
Botany Street Within 20 m of 20 m No Stopping north of Arthur Street Loss of 2 parking spaces
(East side) Arthur Street and 10 m No Stopping south of
Arthur Street
44 Parsons Brinckerhoff
Street Section Proposed modification Summary of parking impacts
Botany Street 20 m north of Barker Street 20 m No Stopping, Relocation of bus Loss of 2 parking space
stop
Belmore Road Within 60 m north of the 60 m bus zone peak, 40 m bus zone off No impacts to parking
(East side) intersection peak and 20 m parking off peak,
20 m No Stopping
Belmore Road Within 60 m north of the 20 m taxi rank off peak, 20 m parking No impacts to parking
(West side) intersection off peak
Belmore Road Avoca Road to Existing parking impacted as part of Reduced impact by 10 parking
(North side) Cuthill Street approved Project, no longer impacted spaces
Cuthill Street Avoca Road to Existing parking impacted as part of Reduced impact by 10 parking
(North side) Belmore Road approved Project, no longer impacted spaces
Table 15.12 of the CSELR EIS (Transport for NSW, 2013) identified that a total of 297 parking
spaces would be lost as a result of the approved Project within the Randwick Precinct.
Overall, the modified design would impact an additional 52 car parking spaces. A majority of
these spaces would be impacted through the proposed intersection works along Arthur Street
and at the intersection of Barker Street and Botany Street to accommodate required turning
lanes at existing intersections.
The removal of the approved bus bays within High Cross Park, as a result of the relocation of
the Randwick terminus stop, would however result in approximately 20 short term parking
spaces along Cuthill Street and Belmore Road (east of Avoca Street) no longer being impacted
by the Project. The overall impact to parking spaces within the Randwick precinct would
therefore result in the net loss of approximately 32 parking spaces. In comparison to the
approved Project, this would result in a total loss of parking for the Randwick Precinct of
329 parking spaces.
The potential impacts on parking within the Randwick precinct would be considered during the
detailed design phase. Specifically, potential parking impacts would be considered as part of
the Parking Offsets and Management Strategy which is required to be developed as part of the
MCoA for the Project (MCoA B29). Specifically, MCoA B29(c) notes that the development of
the management strategy requires the identification of measures to address identified parking
impacts, including but not limited to, replacement parking, parallel parking, resident parking
schemes and provision of clearways. The additional net loss of approximately 32 additional
parking spaced, in comparison to the approved Project, would be considered as part of the
ongoing development of management measures to address parking through the Parking Offsets
and Management Strategy.
The northbound (morning peak) bus stop which was previously provided as part of the light rail
interchange within High Cross Park would be relocated to Avoca Street, south of High Street.
The southbound (afternoon peak) bus stop on Avoca Street would be removed and would be
relocated to the existing stop on Belmore Road, north of High Street (refer to Figure 3.11).
The pedestrian connection between the southbound bus stop on Belmore Road and the light rail
stop on High Street would be improved through the removal of the existing slip lane between
Belmore Road and Avoca Street and associated improvements to the pedestrian crossing on
Belmore Road (to be provided by Randwick City Council). The slip lane/pedestrian crossing
would be replaced by a footpath which would reduce the number of times pedestrians are
required to cross the road to access the light rail stop from the bus stop.
The separation of the UNSW High Street platforms would improves the free flow of passengers,
particularly given the high patronage of the stop during the morning peak. It is noted that this
morning peak patronage would largely be transferred to the northern footpath given the higher
westbound patronage. The morning passengers would largely include alighting light rail
passengers who would now need to cross the full width of High Street (compared with the
situation in the approved Project, in which these passengers only needed to cross a shorter
section of High Street).
The pedestrian crossings located west of the UNSW High Street stop would be maintained as
identified as part of the approved arrangement to allow the light rail passengers to access both
sides of High Street. Additionally, the revised stop has been designed so as not to preclude a
future potential pedestrianisation of High Street between Wansey Road and Botany Street in
accordance with MCoA B43.
46 Parsons Brinckerhoff
Cyclist accessibility through High Street would be slightly reduced through the removal of the
eastbound traffic lane. Cyclists would be required to divert to roads located north of High Street
including Waratah Avenue or Blenheim Street. Waratah Avenue and Blenheim Street would be
suitable cycling routes as they would contain relatively lower traffic volumes than Arthur Street.
Waratah Street and Blenheim Street however do not connect to the Wansey Road shared path.
Thus, access to the Wansey Road shared path from the east would also require the use of
Arthur Street from Botany Street. This investigation would be undertaken as part of the
Pedestrian and Cyclist Network and Facilities Strategy, required by condition B33 of
the planning approval.
Property access
Private properties
With the closure of vehicle access on particular traffic flows along High Street, the proposed
modification would impact on vehicular access to a number of properties along High Street.
In particular, changes to vehicular access to the following properties would occur:
Vehicle access to the current High Street frontage to these properties would no longer be
possible with the proposed modification in place. In order to retain access to these properties a
new rear access lane would be provided. This has been previously described in section 3.2.3 of
this report. No removal of property access along the remainder of High Street would occur as a
result of the proposed modification.
Access to these properties for emergency services from High Street (such as NSW Fire and
Rescue and NSW Ambulance) would not be prohibited to these properties, if required.
The existing emergency vehicle area of the Sydney Children’s Hospital on High Street would
continue to be accessible from various directions, as per the approved Project. The closure of
the eastbound traffic lane on High Street between Wansey Road and Botany Street, and the
westbound traffic lane between Clara Street and Avoca Road would potentially restrict some
movements of general traffic. However, emergency vehicles accessing the Sydney Children’s
Hospital ambulance area would be allowed to use the light rail corridor (when no LRVs are
stopped at the Randwick terminus stop). Where LRVs are occupying the light rail tracks,
emergency vehicles would be required to use Arthur Street and Clara Street in order to access
the hospital.
This would be consistent with the MCoA B30 which requires that the project should maintain
emergency vehicle access to health facilities along the project alignment, including facilities
along High Street, Randwick.
In order to minimise the risk of emergency vehicles being held up by LRVs, alternate access
routes which avoid the affected traffic lanes would be identified (such as the use of Arthur Street
and Clara Street) and communicated to emergency service operators.
Further investigation would be undertaken during the detailed design stage to allow for a
more efficient connection along Arthur Street, in consideration of increased traffic flows.
This investigation would be undertaken as part of the Pedestrian and Cyclist Network and
Facilities Strategy, required by condition B33 of the MCoA.
Following completion of the intersection upgrade works along Arthur Street and at the
intersection of Barker Street and Botany Street, it is proposed that monitoring of these
locations would be undertaken to assess their ongoing operation and determine whether
additional operational requirements (such as increase of ‘No Stopping’ areas) are required.
This would be undertaken in consultation with Randwick City Council.
With respect to the proposed changes to the UNSW High Street stop, this component of the
modification would not result in any noticeable changes to the visual impact of the approved
Project during construction. Some additional temporary impacts would however occur along
Arthur Street and Belmore Road where minor works, such as line marking and extension of the
bus stopping zone are now proposed. This impact would be minor in nature and would be
temporary in nature.
The construction of the revised access driveway from Arthur Street would also result in some
visual impacts during construction (such as vegetation clearing and placement of construction
machinery and other equipment), however the visual impacts of these works would be
predominantly limited to immediately adjacent residences.
48 Parsons Brinckerhoff
The island platform of the modified design, with a length of approximately 70 metres, would
become the most visible component of the relocated Randwick terminus stop. The platform
would include a light rail canopy extending approximately half of the platform, and would be
accessed via two pedestrian crossings; one at Avoca Street, and one at the location of the
existing pedestrian crossing east of Clara Street. The terminus canopy would become a visually
dominant element within the centre of the street. The height of the canopy would be at
approximately the same height as the existing adjacent building awnings.
The landscape and visual impacts would result in a significant change to the views down
High Street. The platform and canopy would add to the visual clutter of the streetscape in this
location, however the changes are in keeping with the existing urban character of the street and
surrounding Randwick town centre retail district. This would therefore result in a minor adverse
impact overall.
As part of the overall works, the existing southern footpath along High Street would be slightly
reduced where it is located adjacent to the terminus platform, due to the proximity of the light rail
tracks. However, the footpath would be slightly wider beyond the platform towards Clara Street.
The southern footpath would be paved with new concrete unit paving to match the existing
northern footpath paving (or similar, subject to ongoing consultation with Randwick City Council
regarding proposed finishes). The landscape and visual impacts of this change would result in
an improvement to the amenity of the streetscape due to the change in pavement material from
a low quality to high quality material.
The footpath reduction adjacent to the platform would result in a negative visual impact due to
the constrained footpath width at that location, however this will be offset by the footpath
widening beyond the platform. Therefore the changes on the southern footpath will result in a
minor beneficial improvement overall.
At the UNSW High Street stop location, the modification would include a side platform
integrated within the northern footpath, and an island platform located centrally in the road
which would only service westbound (towards the city) LRVs. This northern platform, due to its
predominant purpose as a disembarking stop, would exclude a stop shelter.
The integration of the side platform with the northern footpath would require a series of
modifications to this side of the street. These changes include the replacement of the footpath
with a combined footpath and side platform (approximately 70 metres long); the removal of
four existing driveways; and the replacement of the existing footpath with new paving consistent
with the urban design objectives of the stop (subject to detailed design). The platform would
also include a number of ‘totem pole’ type digital card readers placed along the platform with
integrated platform lighting and signage.
The new pavement would result in a minor beneficial improvement to the streetscape amenity,
however the additional ‘totem’ poles would be the most visible component of the modification
and would add some visual clutter to the street, resulting in a minor adverse change in
comparison to the approved Project. Overall, the proposed changes are considered to be
comparable to the approved Project, resulting in a negligible change to the visual impact of this
stop overall. The proposed modifications to the southern footpath, adjacent to the UNSW Lowy
Cancer Research Building would also not be significant and would include a minor widening of
the footpath from the approved Project. Therefore the landscape and visual changes to this side
of the street would be considered to be consistent with the approved Project which identified the
UNSW High Street stop as having a high adverse impact overall.
The modification to provide the proposed access lane from Arthur Street would result in some
additional visual impacts to those identified as part of the approved Project. This would include
the removal of existing vegetation and the creation of an additional hardstand area. However,
given the location of the proposed access lane towards the centre of the broader block of land
between High Street and Arthur Street, a majority of the views to this site would be limited to
immediately adjacent properties, and not visible to the general public.
The overall impact would be a moderate beneficial impact overall as compared to the approved
Project. This is due to the regional sensitivity of the area, and the avoidance of significant
impacts to the existing High Cross Park. The avoidance of these impacts would offset the
potentially minor adverse visual impacts associated with the other elements of the proposed
modification.
The detailed design phase of the modification would investigate urban design opportunities
to minimise the potential impacts associated with the proposed access lane. This would
include the consideration of appropriate landscaping, treatments for the retaining wall and
provision and replacement of fencing which is of a similar style to that currently provided for
adjacent properties.
With the exception of the additional mitigation measure proposed to manage visual impacts
associated with the new access lane from Arthur Street (refer to section 3.3.3), the existing
MCoAs and previously proposed mitigation measures identified as part of the approved Project
would be sufficient to manage the potential visual and landscape impacts associated with the
modification.
Table 5.4 Tree impacts for the approved Project and the proposed modification
Location Approved impacts Proposed modification impacts
High Cross Park 33 trees to be removed in High Cross Park 26 trees to be retained (7 trees along Belmore
including trees listed on Randwick City Council’s Road still to be removed, as per approved
significant tree register project)
High Street Most trees along High street to be removed As for the approved project plus an additional 2
trees to be removed adjacent to Randwick stop
New lane off No tree impacts 12 trees to be removed for construction of lane
Arthur Street
As seen in Table 5.4 the proposed modification would result in a net gain of 12 trees, taking into
account trees saved in High Cross Park and additional trees to be removed in High Street and
for the laneway. The trees that would be retained would include the significant trees within High
Cross Park, including the five Cook Pines, Moreton Bay Fig and Port Jackson Fig.
50 Parsons Brinckerhoff
This would result in a highly beneficial landscape and visual improvement over the approved
Project. However, the modified design for the Randwick terminus stop would include the
removal of approximately two additional trees on the southern side of High Street adjacent to
the revised location for the terminus stop, in addition to the trees proposed to be removed along
High Street as part of the approved Project.
Overall, the proposed modification would result in a reduced amount of tree impacts by the
Project. The net benefit would be a reduced impact to approximately 12 trees, in comparison to
the approved Project. This would include reduced impacts to a number of the significant trees
within High Cross Park.
The location of the substation within High Cross Park would ensure that the works would
not impact on any significant trees within High Cross Park.
The modified design would result in a decrease to the land use and property impacts on the
High Cross Park. The relocation of the Randwick terminus stop and associated bus interchange
bays, which were proposed as part of the approved Project, would require a substantially
reduced area of High Cross Park to be impacted. The revised arrangement for the Randwick
substation to be located underground would also result in an overall beneficial outcome for the
ongoing use of High Cross Park during operation.
The modified location of the Randwick terminus stop within High Street would also provide an
opportunity for improved land use integration and amenity with the surrounding areas. This
could be achieved through the provision of new public plazas (to be provided by others) and
improved access to and integration with key land uses including the Prince of Wales Hospital
and the Randwick town centre.
The proposed modification would however result in some additional impacts to existing
properties associated with the revised access driveway from Arthur Street. The revised access
driveway would require approximately 550 square metres of existing UNSW land between
High Street and Arthur Street which has been utilised by the adjacent childcare centre
(Tigger’s Place Childcare Centre and Honeypot Childcare Centre) under an informal agreement
with UNSW for a number of years (refer to Figure 5.4). This area is not currently part of the
formally licenced area for the childcare centre, with the exception of a small area of land at the
eastern end of the proposed cul-de-sac.
With the exception of the existing driveway, this land is currently vegetated and contains a
series of sheds, a playhouse and garden and vegetable patches used and maintained by the
childcare centre.
The provision of the proposed access lane would potentially result in the following additional
impacts to those identified as part of the approved Project (subject to detailed design):
relocation of existing fences to maintain safe areas adjacent to the access lane
Further detailed design of the proposed access lane would aim to minimise the potential
impacts to existing items such as the existing garage structure and swimming pool located at
10 Arthur Street.
52 Parsons Brinckerhoff
The location of the proposed retaining wall at the eastern end of the access way would also
potentially impact a small portion of the existing childcare centre to provide a sufficient driveway
access to 46 High Street. To offset the area of impact associated with the childcare centre, the
existing rear boundary fence of the childcare would be modified to retain the same area of
outdoor space currently provided by the childcare centre (in order to meet its licence obligations
for outdoor space). The location for the realignment of the boundary fence would be determined
during detailed design in consultation with UNSW as the land owner and the childcare centre
operators.
Transport for NSW, would continue to maintain engagement with other affected land owners
and organisations including the UNSW (as land owners), Kenvale College, Creston College and
affected property owners to mitigate and minimise potential impacts associated with the
proposed access lane.
A small area of land currently owned by UNSW (30 High Street) would also be required to be
transferred to Randwick City Council at the corner of Wansey Road and High Street. This land
would be required to maintain the existing pedestrian footpath width which would be affected
through the minor realignment of the light rail track at this location. The track would be modified
to accommodate the relocated UNSW High Street stop. This area of land would be
approximately 30 square metres (refer to Figure 5.4). The modified design of the UNSW stop
would however result in a reduced amount of land required from UNSW landholding on the
southern side of High Street at this location.
During detailed design, the location for the realignment of the boundary fence would be
determined during detailed design in consultation with UNSW as land owner and the
childcare centre operators to avoid reduction of the outdoor space.
Where feasible, opportunities to replace the existing open space area between the
proposed access lane and the childcare centre affected by the proposed modification would
be investigated. Investigation would include consideration of appropriate vegetation,
relocation of the existing shed and playhouse structure, and relocation of an existing
vegetable garden currently used by the childcare centre. The final use and layout for this
area of land would be determined through consultation with the UNSW and the childcare
centre.
This is however not likely to significantly change the overall noise impact or the receiver’s
perception of the construction activities. It is therefore considered that the existing MCoAs and
previously proposed mitigation measures identified as part of the approved Project would be
sufficient to manage the potential impacts associated with the modification.
The level of impact due to construction is likely to differ based on the stages of work being
undertaken (e.g. ground preparation, foundation work, and concrete pouring). However, based
on the source noise levels which are anticipated for the construction of the proposed lane (refer
to Table 4.4 of the Noise and Vibration Impact Assessment (WSP | Parsons Brinckerhoff, 2015)
included as Appendix C), noise levels in the order of 95 dBA would potentially be expected
during the concrete pouring stage (anticipated to be the noisiest activity). This would be more
than 40 dB in exceedance of the applicable NML. Noise levels of this magnitude at receivers
make them ‘highly noise affected’ in accordance to the Interim Construction Noise Guideline
(ICNG) (Department of Environment, Climate Change and Water, 2009). The construction
duration of the proposed access lane is not anticipated to be extensive and short-term
(approximately 3 months, subject to detailed design), the duration of noise disturbance would
only be temporary in nature. The properties identified to be most impacted by the construction of
the proposed access lane were identified to be:
On this basis, consistent with the current MCoA B5 for the approved Project, a site specific
Construction Noise and Vibration Impact Statement would be prepared during detailed design
stage to quantify the likely noise and vibration impact during various stages of construction and
the timeline of the construction stages. In particular, the most impacted receivers would also be
further consulted and informed of the full details of the proposed construction and to ensure that
all feasible and reasonable mitigation strategies are applied to minimise or shorten the potential
noise and vibration impact.
Also, in accordance with MCoA B89 (b)(ii), specific liaison and consultation would be
undertaken with the operator of the childcare centre located at 24 Botany Street. Children at the
childcare centre would likely be the most impacted by the anticipated construction noise and
vibration during outdoor activities and also during daytime rest periods. Consultation with the
childcare centre operator (and UNSW as the landowner) during detailed design would continue
to understand potentially noise sensitive time periods and plan the construction works so that
the expected highest noise and vibration intensive works can be carried out outside of these
times, wherever possible. Where this is not possible, the childcare centre operator would be
notified of such activities so that precautionary actions can be taken to minimise potential impact
on the childcare centre.
54 Parsons Brinckerhoff
5.6.2 Operational assessment
Airborne noise
Wansey Road to Botany Street
The properties 36, 42 and 44 High Street and the UNSW Lowy Cancer Research Centre were
predicted to exceed the applicable airborne noise trigger levels as part of the approved Project.
The light rail alignment at these locations would be located closer towards the residential
properties along High Street and further away from the UNSW Lowy building (approximately
4 metres for the residential properties and approximately 8 metres for the UNSW Lowy
building). It is anticipated that the change to the approved alignment, and associated setback
distances, would be likely to trigger a change in noise levels of approximately +1.5 dB and -2 dB
for the residential properties and the UNSW Lowy building respectively.
Based on the approved Project, this relative increase is likely to cause all properties from
30 High Street to 46 High Street to exceed the applicable airborne noise trigger levels (refer to
Table 2.1 of the Noise and Vibration Impact Assessment (WSP | Parsons Brinckerhoff, 2015)
included as Appendix C). This represents an additional five properties that may be impacted,
and require further consideration of mitigation, than the approved Project.
For the UNSW Lowy building, despite the potential decrease in airborne noise impacts, the
applicable noise trigger level for an educational building would still be likely to be exceeded, as
previously identified for the approved Project.
Most of the residential dwellings between Botany Street and Avoca Street were previously
identified to potentially exceed the airborne noise trigger levels as part of the approved Project.
This outcome is not anticipated to change as the location of the alignment within the roadway
has substantially not changed.
However, for the properties located in close proximity to the revised location of the crossover
near Clara Street (due to the revised location of the Randwick terminus stop), there is likely to
be a marginal increase in potential airborne noise impact due to the gaps introduced on the rail
tracks. Therefore the level of exceedance of the airborne noise trigger levels would potentially
be higher at this location.
Additionally, there is likely to be an increase in the airborne noise impact at the Prince of Wales
Hospital buildings adjacent to the Randwick terminus platform due to the decrease in setback
distance between the near track and the buildings (reduced from approximately 9 metres to
5 metres) to accommodate the stop platform. LRVs are likely to be operating at low speeds
(less than 15 kilometres per hour) at this location. Therefore, the dominant noise source at this
location is expected to be due to on-board systems such as air-conditioning, motors, power
equipment or the like rather than noise due to LRV movements. These noise sources are likely
to be steady state in nature when the LRV is stationary and when travelling at low speeds.
The potential airborne noise impact would be likely to exceed the average 1 hour maximum
noise level (LAeq(1hour)) trigger for hospital wards at the Prince of Wales Hospital. In the case
where the façade of these buildings facing the light rail tracks do not contain hospital wards, the
applicable noise trigger level is met. As part of the detailed design process, further investigation
would be undertaken regarding potentially affected buildings which form part of the Prince of
Wales Hospital, to determine the type of spaces directly impacted by noise from the LRV.
This would be consistent with existing MCoAs B16, B17 and B18.
Note: LAeq(15hour) – day time noise level; LAeq(9hour) – night time noise level; LAeq(1hour) – average 1 hour maximum noise level;
LAmax – maximum noise level
Vibration
Residential dwellings (Wansey Road to Avoca Street)
Along this section of the light rail track alignment, the proposed modification would result in
similar vibration impacts to the approved Project. At the revised location of the light rail track
crossover (near 56–58 High Street), the modification would introduce multiple gaps along the
light rail tracks.
However, the expected vibration levels at this location are anticipated to be below the
prescribed trigger levels and are therefore not likely to trigger any significant additional vibration
impacts beyond the approved Project.
As described for the approved Project, a number of properties along the alignment within the
Randwick Precinct have been identified as having the potential to house vibration-sensitive
scientific instruments (refer to Table 2.4 of the Noise and Vibration Impact Assessment
(WSP | Parsons Brinckerhoff, 2015) included as Appendix C).
Based on the proposed modification, the following impacts are anticipated to occur relative to
the approved Project:
the potential vibration impact at the UNSW Lowy Cancer Research Centre is likely to
decrease due to increased setback distance from the light rail tracks to this building
56 Parsons Brinckerhoff
the potential vibration impact at some buildings of the Prince of Wales Hospital is likely to
increase due to the introduction of a crossover near the Clara Street intersection as well as
the light rail tracks being located closer to the hospital at the relocated Randwick stop
location.
a medical imaging centre located at 64 High Street has the likelihood of housing vibration-
sensitive equipment and is in close proximity to the relocated crossover. On this basis, this
medical imaging centre would require further investigation during detailed design stage, in
addition to the properties currently identified as part of the approved Project.
Overall, the previously identified properties are still considered to require further investigation
during detailed stage to confirm the type of equipment being used on site and specific vibration
criteria as identified as part of the approved Project. This investigation would be undertaken in
accordance with the requirements of existing MCoAs B16, B17 and, in particular, B18. As part
of the investigations, the medical imaging centre located at 64 High Street would also be
required to be considered due to its proximity to the proposed crossover.
Ground-borne noise
Ground-borne noise is associated with noise radiating from the structure and/or interior surfaces
(e.g. floor, walls) of a building due to vibration being transmitted from the source to the subject
vibration receiving buildings. Typically, ground-borne noise impact is only relevant when it is
expected to be higher than the airborne noise and if it is expected to be audible within habitable
areas or potentially noise-sensitive spaces.
The potential ground-borne noise levels at selected potentially impacted properties were
predicted in comparison to the approved Project. The results of the potential ground-borne
noise impacts are presented in Table 5.6.
Based on the results presented in Table 5.6, the proposed modification would have the potential
to cause ground-borne noise to exceed the prescribed trigger levels. This included an estimated
10 dB increase at 56–58 High Street due to the relocated crossover in front of these properties.
However, based on a review of the airborne noise assessment findings from the approved
Project, the predicted external airborne LAmax noise level associated with an LRV passby would
be in the order of approximately 75 to 80 dBA. On this basis, the likely internal airborne LAmax
noise levels was estimated to be in the order of 55 to 60 dBA, assuming a closed façade with
standard construction. Such levels are higher than the predicted ground-borne noise in
Table 5.6.
In accordance with the NSW Rail Infrastructure Noise Guideline (NSW EPA, 2013), ground-
borne noise is only relevant when it is higher than the airborne noise component and if it is likely
to be audible in habitable areas. On this basis, ground-borne noise is not likely to cause
significant impact as the airborne noise component would be dominant.
The potential ground-borne noise impact at the Prince of Wales Hospital building in front of the
Randwick terminus platform was also considered as part of the proposed modification. Due to
the expected low speeds of the LRV operations at this point, the effect of ground borne noise is
not expected to exceed trigger levels.
Assessment criteria
Road traffic noise assessment in NSW are primarily based on the Road Noise Policy (RNP),
(Department of Environment, Climate Change and Water (DECCW), 2011). The assessment
criteria that are applicable to a project is dependent on the functional class of the road and the
type of project/land use. The applicable RNP assessment criteria for residential land uses are
summarised in Table 3.1 of the Noise and Vibration Impact Assessment (WSP | Parsons
Brinckerhoff, 2015).
The assessment criteria associated with the functional class of each road is presented in
Table 5.7 below.
Wansey Road Collector/sub-arterial road LAeq,15 hour 60 (day) LAeq,9 hour 55 (night)
Arthur Street (entire length) Local road LAeq,1 hour 55 (day) LAeq,1 hour 50 (night)
Clara Street
58 Parsons Brinckerhoff
Road noise assessment areas
Traffic flow modelling was conducted as part of the assessment of noise impacts from the
modification. A traffic flow increase threshold of 60 per cent was used as an initial screening
criterion to identify the road sections that potentially required noise impact assessment. From an
acoustic perspective, an increase in road traffic volume of 60 per cent is generally considered to
be equivalent to an increase in noise level of approximately 2 dB (assuming that other
parameters, such as traffic speed, traffic mix and road surface, remain constant).
Based on results of the traffic flow modelling for the morning and afternoon peak hour periods,
it was determined that the following sections of road had the potential of experiencing a relative
increase of road traffic of 60 per cent or more in comparison to the anticipated traffic impacts
associated with the approved Project (as illustrated in Figure 5.5):
Wansey Road (between High Street and Arthur Street) with a maximum relative increase of
approximately 80 per cent in the morning peak period (representing an increase of
approximately 327 vehicles).
Arthur Street (between Wansey Road and Botany Street) with a maximum relative increase
of approximately 70 per cent in the afternoon peak period (representing an increase of
approximately 270 vehicles).
Arthur Street (between Botany Street and Belmore Road) with a maximum relative increase
of approximately 125 per cent to 250 per cent in the morning peak period (representing an
increase of approximately 315 vehicles).
Clara Street (between Arthur Street and High Street) with a maximum relative increase of
approximately 90 per cent in the morning peak period (representing an increase of
approximately 240 vehicles).
Silver Street with a maximum relative increase of approximately 70 per cent in the morning
peak period (representing an increase of approximately 71 vehicles).
For the purpose of the noise impact assessment resulting from road traffic increases, the study
area was therefore limited to these roads only.
Additional detail regarding the traffic data used for the assessment of noise impacts is
presented in Table 3.2 of the Noise and Vibration Impact Assessment (WSP | Parsons
Brinckerhoff, 2015). At the time of assessment, forecast information for total traffic volumes over
the day and night periods, night time traffic flows and vehicle classification were not available.
Therefore, the assessment undertaken was primarily based on the available morning and
afternoon peak data.
Source: Data based on Traffic, Transport and Access Impact Assessment (GTA, 2015)
Note: Graphic above shows the maximum noise levels of traffic increase (i.e. the greater of either the morning or afternoon peak period.
Figure 5.5 Morning peak percentage road traffic increase – approved Project vs proposed modification
To assist with understanding the existing noise environment for the road noise study area, noise
monitoring was undertaken on site in October 2015. One noise monitoring location was selected
for each road segment. Results for the noise monitoring are presented in Table 3.4 and
Table 3.5 of the Noise and Vibration Impact Assessment (WSP | Parsons Brinckerhoff, 2015)
respectively, with a summary of the measured noise levels shown in Table 5.8.
Based on the traffic forecast, noise predictions due to increases in road traffic were performed
with the results presented in Table 5.8. The noise level predictions were verified by a validation
process based on the concurrent noise monitoring and traffic count results.
60 Parsons Brinckerhoff
Table 5.8 Road traffic noise assessment results
Arthur Street
(Wansey- 15 metres LAeq,1 hour 55 LAeq,1 hour 59 LAeq,1 hour 61
Botany)
Arthur Street
15 metres LAeq,1 hour 56 LAeq,1 hour 59
(Botany-Clara)
Arthur Street LAeq,1 hour 55 LAeq,1 hour 54
(Clara- 15 metres (average day LAeq,1 hour 56 LAeq,1 hour 61
Belmore) time peak)
(local road)
Clara Street 10 to 12
LAeq,1 hour 61 LAeq,1 hour 58 LAeq,1 hour 61
metres
Silver Street Location not measured, however
13 to 15 is considered to be similar and
LAeq,1 hour 49 LAeq,1 hour 52
metres representative of results obtained
for Arthur Street
Note 1: The use of average day time noise levels (L Aeq,15 hour) for collector roads and average day time peak 1 hour noise levels (L Aeq,1 hour)
for local roads is in accordance with the NSW RNP (DECCW, 2011) and generally reflects the noise characteristics of these road types.
Note 2: Measured noise levels are based on noise monitoring undertaken in October 2015.
Based on the results provided in Table 5.8, the following findings were made:
The predicted day time average 1 hour peak noise level (LAeq,1 hour) for both the approved
Project and the proposed modification exceeded the criterion of 55 dBA for all local roads
assessed, with the exception of Silver Street.
The predicted day time average 1 hour peak noise level (LAeq,1 hour) for Silver Street for both
the approved Project and proposed modification were below the criterion of 55 dBA. On this
basis, the proposed modification is not expected to cause significant noise impact at this
location.
The relative noise level increase between the approved Project and the proposed
modification along all local roads were predicted to increase by 2 dB to 3 dB over the
respective assessment time periods (15-hour and 1-hour). At the section of Arthur Street
between Clara Street and Belmore Road, a relative increase of up to 5 dB was predicted.
Any additional heavy vehicle traffic along the subject roads has the potential of causing
sleep disturbance if they occur during the night time hours.
In addition to the proposed changes to road traffic, the proposed new rear access lane is
proposed to operate as a public road. However, in reality, this access road would only be used
by residents/users of the properties of 34, 42–44 and 46 High Street and would not provide for
through traffic. Therefore, the characteristics of this driveway are generally more in line with a
private road.
For the purpose of this assessment, it was anticipated that a conservative estimate of up to
60 vehicles could potentially to use the access road during the morning peak hour. This is
based on the assumption that all residents to either leave or arrive at the properties within the
same hour, which represents an unlikely worst case scenario.
The nearest receivers which have the potential to be impacted by the operation of the proposed
access lane would be 10 and 14 Arthur Street, which share the boundary with the proposed
access lane. Based on noise measurement data for typical light passenger vehicles travelling at
low speed (less than 20 kilometres per hour) on private driveways (maximum noise level (LAmax)
of 64 dBA at 5 metres), the average 1 hour peak noise level (LAeq,1 hour) noise level was
predicted to be in the order of approximately 53 dBA at these receivers. This would meet the
applicable day time criterion for local roads. On this basis, the operation of the proposed access
lane off Arthur Street is not expected to cause significant acoustic impact.
The NSW Road Noise Policy prescribes the following assessment criteria for child care centres:
Based on an hourly peak traffic volume of 60 vehicles and assumptions discussed above, the
external noise levels were predicted to be approximately 53 dBA at the existing perimeter of
the outdoor play area of the child care centre. This meets the external noise level criterion for
outdoor play areas. Based on the predicted external noise level above, the internal noise level
was estimated to be in order of about 33 to 35 dBA, assuming a closed façade with standard
construction. This also meets most stringent internal noise level criterion for sleeping areas
within a child care centre. These results indicate that the operation of the proposed access lane
is not expected to cause significant noise impact at the existing child care centre at
24 Botany Street.
62 Parsons Brinckerhoff
5.6.3 Proposed mitigation
Based on the identified potential noise and vibration impacts associated with changes to road
traffic, the following mitigation would be undertaken during the detailed design phase of the
project:
The existing Infrastructure Approval for the Project (SSI-60412 dated 29 September 2015,
MCoA C11(h), development of an Operational Noise and Vibration Management Plan)
would include the areas identified to be potentially impacted by relative increase of road
traffic noise of greater than 2 dB due to the proposed modification.
A summary of the heritage-listed items which were identified as being potentially impacted by
the approved Project and which are within the vicinity of the modified design is provided in
Table 5.9.
Table 5.9 Heritage items potentially impacted by the approved Project and the proposed modification
Level of Potential change in impact resulting
Item Listing 1
significance from proposed modification
Prince of Wales Hospital group (High Street, RLEP 2012 Local Yes
Randwick)
High Cross Reserve (five Cook Pines, one RCCRST Local Yes
Moreton Bay Fig, one Port Jackson Fig) 2008
Note 1: SHR – State Heritage Register; RLEP 2012 – Randwick Local Environmental Plan 2012; RCCRST 2008 – Randwick City
Council Register of Significant Trees 2008
Additional research undertaken as part of this assessment has identified a World War II air raid
trench shelter located within the south eastern portion of High Cross Park (near Belmore Road).
This subsurface item is not listed as a heritage item in its own right however would be
considered to be an item of local significance as well as part of the fabric of High Cross Park
and the High Cross Conservation Area.
This design modification, through the relocation of the stop to High Street, would reduce the
originally identified impacts associated with High Cross Park. The modified design proposes this
site to now only be impacted by the proposed below ground substation. Therefore minimising
heritage impacts to High Cross Park from major adverse impacts to neutral impacts.
The High Cross Park substation would be located towards the eastern boundary of the park.
Based on current design, the substation in High Cross Park would have a footprint of 16 metres
long by 9 metres wide with a depth of approximately 8 to 9 metres below ground.
As the substation would be below ground, it is unlikely it would have an adverse visual impact
compared to the original proposal which was to place the substation above ground (following
completion of construction and restoration of the existing park at this location). This is consistent
with the mitigation measure proposed in the CSELR EIS (Transport for NSW, 2013), specifically
mitigation measure D.12, and the MCoA B27(f)(ii) that the substation be placed underground to
minimise impacts to the views, vistas and character of the park. Significant elements of the park
such as the cenotaph and significant trees would not be impacted by the construction of the
substation. However, given the size of the substation it is likely that the substation would have a
potential adverse impact on potential archaeological remains, including the remains of the
WWII air raid trench.
Historical archaeology
The CSELR EIS defined a series of Historical Archaeological Management Units (HAMUs)
based on the level of significance for the potential archaeological resource located within the
CSELR project area. These HAMUs have been retained for the assessment of the proposed
modification.
The CSELR EIS identified High Street (HAMU 31 and 32), as having low to moderate
archaeological potential to contain locally significant archaeological remains. Given that
Arthur Street is located within the same local historical context as High Street this area has also
been assessed as having low to moderate archaeological potential to contain locally significant
archaeological remains.
High Cross Park (HAMU 33) was assessed as having low archaeological potential to contain
locally significant archaeological remains. The area was also considered to have low to
moderate potential for historical archaeological remains. In addition to the previous assessment
of archaeological potential High Cross Park is considered to have high archaeological potential
to contain archaeological remains associated with the WWII air raid trenches. Whilst these
remains are buried and therefore archaeological in nature, they would be considered a heritage
item rather than an archaeological relic as defined by the Heritage Act.
64 Parsons Brinckerhoff
The CSELR EIS assessed the High Street and High Cross Park precinct as being Zone 2 for
non-Aboriginal (historical) archaeological sensitivity. Zone 2 represented areas of locally
significant archaeological resource (known or potential) (GML 2013).
The proposed design modification is considered to be consistent with the impacts identified as
part of the approved Project and have been assessed as having minor to moderate adverse
impacts on the potential historical archaeological resource (if present). Although the substation
would be located below ground, given the size of the substation there is the potential that
wherever the substation is placed within the park it would have a potential adverse impact on
archaeological remains such as the WWII air raid trenches.
The mitigation measures outlined for Zone 2 areas in the CSELR EIS (in particular mitigation
measure V.1) are therefore still be considered appropriate.
Aboriginal heritage
The CSELR EIS defined Aboriginal archaeological management zones based on the level of
potential and proposed impacts for areas within the CSELR project area. The CSELR EIS noted
that Zone 1 and Zone 2 represented areas with archaeological potential for Aboriginal objects to
be found and/or impacted, and represented the highest levels of archaeological sensitivity for
the approved Project (GML 2013).
The areas along Arthur Street and High Street are assessed as having low potential to contain
intact archaeological deposits in areas where subsurface impacts have truncated the underlying
sand body. Areas which have not been subject to extensive subsurface impacts are assessed
as having moderate potential to contain intact archaeological deposits. High Cross Park is
assessed as having moderate to high potential to contain intact Aboriginal archaeological
deposits.
The CSELR EIS designated High Street and High Cross Park as Zone 1, this zone being the
designated Aboriginal archaeological management zone for any excavation impacts up to and
over 750 millimetres in depth. As with the approved Project, the modified design would involve
excavation up to and deeper than 750 millimetres. The mitigation measures associated with
Zone 1 areas outlined in the approved Project are therefore considered to still be appropriate.
Arthur Street was not included in the approved Project and mitigation measures for the area
were not recommended. However, the revised access lane from Arthur Street would include
subsurface impacts deeper than 750 millimetres (a portion of the proposed retaining wall which
would be up to 1.5 metres in height (subject to detailed design)). Therefore Arthur Street would
be subject to the mitigation measures outlined for Zone 1 in the approved Project.
Overall, the proposed modification would be consistent with the impacts to Aboriginal heritage
identified as part of the approved Project.
Relocating the Randwick terminus stop to the junction of High Street and Avoca Street would
lower the impact on the views and vistas of the High Cross Heritage Conservation Area. The
revised Randwick terminus stop would still be visible from the conservation area, but would not
impact on views towards the area. The proposed placement of the substation in High Cross
Park below ground would reduce impacts on the views and vistas to or from the conservation
area (following construction) in comparison to the approved Project.
Overall the proposed modification would have a considerably reduced (neutral) impact on the
High Cross Park and the High Cross Heritage Conservation Area. The proposed works would
however have minor adverse impacts to the adjacent heritage items. The visual impacts to state
heritage item The Corana and Hygeia (SHR #00454) would be minor in nature and consistent
with the original impact assessment made for the approved Project.
where feasible, the final location of the substation would be optimised during detailed
design to avoid impacts on the heritage fabric of the park and the WWII air raid trenches
investigate options for WWII air raid shelter interpretive signage following works
any proposed impacts to the park area would avoid significant trees and the cenotaph area
66 Parsons Brinckerhoff
However, some minor additional adverse impact would occur with respect to property required.
As part of the approved CSELR EIS (Transport for NSW, 2013), property acquisition for the
Randwick Precinct was identified as having a neutral impact. It is considered that the
requirement of some additional land to accommodate the access lane from Arthur Street (refer
to section 6.5 for details) would result in a slight negative impact in comparison to the approved
Project. It should be noted that the impacted land is currently owned by the UNSW.
The remaining social benefits and impacts identified as part of the approved Project during
construction are considered to be consistent with the proposed modification.
With respect to potential economic impact, the changes associated with the modification are not
anticipated to result in any substantial changes to the economic impacts during construction that
were identified in the approved CSELR EIS (Transport for NSW, 2013).
With respect to potential economic impact, the proposed modification is not anticipated to result
in any substantial changes to the economic impacts during operation that were identified in the
approved CSELR EIS (Transport for NSW, 2013). However, some minor benefits may occur
through the improved integration of the Randwick terminus stop with surrounding businesses
located within the Randwick town centre.
The existing MCoAs and previously proposed mitigation measures identified as part of the
approved Project would be sufficient to manage the potential impacts associated with the
modification.
5.9 Utilities
To accommodate the revised platform arrangement for the UNSW High Street stop, the existing
westbound traffic lane would be moved slightly south towards UNSW. As part of the realignment
of this road the existing Ausgrid electricity kiosk located towards the corner of High Street and
Botany Street would be impacted and would need to be relocated.
The relocation of the electricity kiosk (including the required approvals) would be undertaken by
Ausgrid. The new position of the kiosk would be determined by Ausgrid, in consultation with
relevant stakeholders.
The CSELR EIS noted that the only potential issue which may arise as a result of the approved
Project would be the potential interaction of the light rail with very sensitive electronic equipment
located in buildings near the alignment. The CSELR EIS noted that LRVs would be required to
comply with internationally recognised standards for electromagnetic compatibility, and so
should not present any EMI issues.
In accordance with the MCoA B17 and B18, ongoing consideration of EMI has been undertaken
by Transport for NSW to further identify and confirm potential impacts and sensitive receivers.
For the Prince of Wales Hospital, a desktop survey was also undertaken by Enotrac (2014).
Whilst specific information on potentially sensitive equipment was not available, it has been
assumed that equipment would include those used for diagnostic, therapeutic activities and for
life support purposes. The distance between the approved Project and the nearest room
potentially containing sensitive equipment was estimated to be approximately 25 to 30 metres.
As part of the modified design, the relocation of the UNSW High Street stop to the north of the
approved location would assist in reducing potential EMI impacts between the Project and
critical equipment that has been identified as being in use by the neighbouring UNSW.
In particular, the relocation of the stop would allow for an increase in the distance between the
light rail tracks and Lowy Cancer Research Centre, providing an overall benefit in terms of
electromagnetic emissions on this sensitive receiver. This would be consistent with the
requirements of the approved Project, in particular MCoA B18(d) which includes the
identification of reasonable and feasible electro-magnetic field reduction strategies which may
impact on the operation of, among other sensitive receivers, UNSW assets.
The relocation of the Randwick terminus stop from High Cross Park to the eastern end of
High Street is also not considered to result in any change to EMI impacts to sensitive equipment
in the Prince of Wales Hospital in comparison to the approved Project.
With respect to potential EMI impacts associated with the modification on residential receivers,
the location of the modified light rail alignment would be consistent with that of a range of other
locations along the approved alignment, such as along Devonshire Street. The Conditions of
Approval regarding EMI/electromagnetic forces would therefore be considered to be consistent
with and applicable to the modified alignment.
Based on the anticipated impacts, it is considered that the existing MCoA (B17 and B18) are
sufficient to manage any potential impacts.
68 Parsons Brinckerhoff
Table 5.10 Summary of environmental impact changes between the approved Project and proposed modification
Issue Summary of approved impacts Impact of proposed modification Change in impact / mitigation required
Traffic and During construction of the UNSW High Street stop, Retention of parking spaces around High Cross Park, Reduced traffic impacts to streets
transport there only one lane of traffic was available and reduced impact to traffic lanes at this location, surrounding High Cross Park.
between Wansey Road and Botany Street. including along Belmore Road. Reduced walking distances for
Minor impacts during off-peak periods at Potential additional construction impacts including passengers in the direction of the
Botany Street and High Street intersection. traffic disruptions and footpath diversions along Randwick Hospital Precinct.
Removal of all existing on-street parking along Arthur Street and additional temporary footpath Additional property access impacts
High Street between Wansey Road and closures on High Street. to five properties along High Street
Belmore Road and removal of on-street parking on Reduced traffic flows on High Street eastbound and Net loss of approximately 32 parking
Belmore Road during peak hours. significantly increased traffic flows adjacent alternate spaces
Impacts to existing parking and traffic lanes around routes, in particular Arthur Street and Barker Street.
Existing MCoAs considered to be
High Cross Park, including impacts to Increased intersection delays at some intersections, suitable to manage potential
Belmore Road, Avoca Street and Cuthill Street. with corresponding decreased delays at others. impacts.
Minimal impact to bus operations along Increased travel times on some streets including
High Street. Alison Road (eastbound) and Todman Avenue to
Key changes to road conditions along High Street Perouse Road (via High Street) (eastbound)
such as introduction of traffic signals and Minor diversion of some existing bus routes, resulting
amendments to bus stops. in minor increase to travel times for these services
Restriction to left-in, left-out property access along Additional impacts to existing car parking spaces, in
High Street. particular along Arthur Street.
Visual and
DRAFT FOR
Relocation of the designated on-road cycle route
to and from Randwick from High Street to
Arthur Street.
Introduction of signalised pedestrian crossings
along High Street.
Temporary visual impacts resulted from placement Substantial beneficial outcome through the Overall impact of the proposed
landscape of plant, equipment and fencing as well as avoidance of the landscape and visual impacts to modification would be a moderate
COMMENT
temporary lighting during construction. High Cross through the relocation of the Randwick beneficial impact due to the regional
Moderate to high impacts resulting from tree terminus stop platforms and the proposed placement sensitivity of the area, and the
removal and the instruction of LRVs moving of the substation below ground avoidance of significant impacts to
through key viewpoints along High Street and No noticeable changes to the visual impact of the the existing High Cross Park.
Wansey Road. approved Project at the UNSW High Street stop. No additional mitigation required.
Issue Summary of approved impacts Impact of proposed modification Change in impact / mitigation required
Visual and High impacts to High Cross Park resulting from Some additional visual impacts associated with the
landscape change to character of the Park and tree removal. revised access driveway from Arthur Street, including
(cont.) LRVs would also be visually prominent. removal of existing vegetation, provision of additional
hardstand surface area and temporary impacts
during construction. However, a majority of the views
to this site would be limited to immediately adjacent
properties, and not visible to the general public.
Planted trees All trees along both sides of High Street from Only seven trees impacted in High Cross Park, Net benefit of 12 trees as a result of
Wansey Road to Clara Street were to be removed. resulting in 26 trees no longer impacted no longer impacting 26 trees
Majority of trees within High Cross Park would be Two additional trees removed along High Street previously approved to be removed
removed with the exception of approximately opposite the proposed Randwick terminus stop within High Cross Park, however
seven trees. Approximately 12 trees removed to accommodate additional 14 trees removed
the proposed access lane from Arthur Street. elsewhere as a result of the
proposed modification.
No additional mitigation required.
Property and Construction works affected the amenity of land Decrease to the land use and property impacts on Overall increase in private (UNSW)
land use uses along High Street, namely residents and High Cross Park land use impacts
users of UNSW and the Health Precinct. Modified location of the Randwick terminus stop Additional impacts to existing
Some land acquisition proposed along High Street would provide an opportunity for improved land use structures and fencing
within proximity to the UNSW High Street stop integration and amenity (e.g. through the provision of
Additional mitigation required to
(UNSW land). new public plaza(s)).
manage property impacts associated
Additional impacts to existing properties associated with the new access lane (refer to
with the access lane from Arthur Street. The revised additional mitigation measures F.4
access would require approximately 550 square and F.5 in Chapter 7).
metres of additional UNSW land between High Street
and Arthur Street.
Small area of additional land also required to be
acquired at the corner of Wansey Road and
High Street.
The new access lane from Arthur Street would
require:
o the removal of an existing garage structure and
swimming pool associated with 10 Arthur Street.
o relocation of an existing shed and playhouse
structure
o relocation of existing fences to maintain safe
areas adjacent to the lane.
70 Parsons Brinckerhoff
Issue Summary of approved impacts Impact of proposed modification Change in impact / mitigation required
Noise and Construction of the UNSW High Street stop Construction noise impacts on High Street would be Potential additional noise impacts
vibration resulted in exceedences of NMLs by up to 38 dB consistent with approved Project. predicted at four properties (30, 32,
for nearest sensitive receivers during day works. Additional noise impacts to a number of residents 36, 38 High Street)
Given the visibility of works and proximity to and a childcare centre due to the construction of the Potential additional vibration impacts
receivers both fixed and transient, subjective new access lane. to the medical imaging centre
impacts were anticipated to be ‘Highly Intrusive’ Day time noise levels for proposed modification to be located at 64 High Street
(i.e. average 15 minute noise levels (LAeq(15minute)) further exceeded along Arthur Street between Additional mitigation required (refer
more than 30 dB above the existing background Wansey Road and Belmore Road by between 2 and to Chapter 7).
levels 5 dBA
Potential impacts resulting from increased road Day time noise levels for the proposed modification
noise are expected to be further exceeded along Clara
Potential impacts resulting from ground borne Street and Silver Street by between 2 and 3 dBA.
vibration. The operation of the proposed access lane off
Airborne noise impacts predicted to exceed the Arthur Street is not expected to cause significant
airborne noise trigger levels at a number of acoustic impact.
properties along High Street, Botany Street,
Blenheim Street and Eurimbla Avenue.
Non-Indigenous Where works would require excavation below the Significantly reduced overall impact on High Cross Overall decrease in potential impact
& Aboriginal current ground surface along High Street, there Park heritage item (visual impact during operation). to existing heritage items within
heritage would be potential impacts on potential Potential additional impacts within High Cross Park High Cross Park.
archaeological resource in that area.
DRAFT FOR
due to the proposed relocation of the substation Additional mitigation required (refer
Neutral impacts to the Randwick Junction Heritage below ground, in particular potential impacts to the to additional mitigation measure D18
Conservation Area were anticipated as a result of remains of an existing World War II air raid trench. in Chapter 7).
the proposed Randwick stop and terminus. Potential Aboriginal heritage impacts resulting from
Major adverse heritage impact were anticipated to the excavation of the proposed retaining wall for the
the High Cross Reserve and High Cross Heritage new access lane of Arthur Street.
Conservation Area resulting from changes to the
character of the area and loss of trees.
COMMENT
Minor adverse visual impact to Victorian semi-
detached mansions, Corana and Hygeia as a
result of the proposed changes to High Cross
Park.
Issue Summary of approved impacts Impact of proposed modification Change in impact / mitigation required
Socio-economic Social and economic impacts resulting from Impacts would generally be consistent with approved The proposed modification is not
general construction impacts such as changes to Project. anticipated to result in any
access and traffic conditions, noise and vibration, Social benefits during the construction of the Project, substantial changes to social or
reduced amenity of High Cross Park and in particular through the reduced impact that the economic impacts in comparison to
perceived access to nearby retail and commercial construction would have on High Cross Park. the approved Project.
areas. No additional mitigation required.
Minor additional adverse impact with respect to
Negative social and economic impacts resulting additional property (UNSW land) required (to
from impacts to local amenity and character of the accommodate the new access lane) – refer also to
environment, visual impact and loss of parking. land use impacts above.
Positive impacts resulting from changes to access
to local community services, Prince of Wales
Hospital, UNSW, Health and Education
Specialised Centre, resulting in potential improved
employment opportunities.
Positive impacts resulting from improved
infrastructure to encourage walking and cycling.
Utilities A number of services and existing utilities would Impacts would generally be consistent with approved The proposed modification is not
be required to be protected, modified or relocated Project. anticipated to result in any
during construction. The existing Ausgrid electricity kiosk located towards substantial changes to utility or
the corner of High Street and Botany Street would be services impacts in comparison to
impacted and would need to be relocated. the approved Project.
No additional mitigation required.
Electromagnetic Potential EMI sources associated with the Impacts would generally be consistent with approved The proposed modification is not
Interference approved Project were identified as including the Project. anticipated to result in any
(EMI) 750 volt overhead contact wires, buried cables and The relocation of the UNSW High Street stop to the substantial changes to EMI in
to a lesser extent, running rails. The LRVs north of the approved location would assist in comparison to the approved Project.
themselves were also identified as a source of reducing potential EMI impacts between the Project No additional mitigation required.
potential EMI. and critical equipment that has been identified as
Potential interaction of the light rail with very being in use by the neighbouring UNSW.
sensitive electronic equipment located in buildings The relocation of the Randwick terminus stop from
near the alignment. High Cross Park to the eastern end of High Street is
not considered to result in any change to EMI
impacts to sensitive equipment in the Prince of Wales
Hospital in comparison to the approved Project.
72 Parsons Brinckerhoff
6. Administrative changes to Minister’s
Conditions of Approval
This chapter provides details for the modification to two MCoAs that have been identified as part
of the ongoing development and detailed design of the Project.
As a consequence, the refined design would change the overall location of the track and
cycleway at this location, resulting in physical impacts and impacts to the curtilage of the
Wansey Cottage building (in contravention of MCoA Condition B59).
During the detailed design process, options to avoid impacting the Wansey Cottage building
were considered. This included a range of designs for the arrangement of the cycle path and
associated retaining wall, including options (and combinations of options) which considered:
alternative construction methods such as in-situ and piled retaining wall options.
A total of eight options were assessed, five of which were deemed to be potentially feasible
(i.e. met minimum number of lanes along Alison Road during construction and operations, met
minimum footpath and shared path widths, etc.).
Of the five feasible options, all options were identified to result in demolition, partial demolition,
or impacts to the curtilage of Wansey Cottage. Options which would result in partial retention of
the cottage, or with severe impacts on the visual setting of the building were not considered to
be desirable outcomes with respect to heritage. The function of the cottage as a residence is
considered to be a major contributor to the heritage significance of the building. Partial
demolition and the operation of the light rail in close proximity to the cottage would most likely
render the building incompatible for residential use, and therefore affect its heritage significance.
Based on the assessment and potential impacts identified for each option, the only feasible
outcome would be to demolish the existing cottage. Additional detail regarding the options
assessment undertaken is provided as an attachment to the Wansey Cottage Heritage Report
(GML, 2015) provided as Appendix E of this Modification Report.
As such, Transport for NSW is seeking, as part of the overall modification considered in this
report, to amend the existing MCoA Condition B59 to remove reference to avoiding any direct
impact or impacts to Wansey Cottage.
This assessment of heritage impacts is consistent with that of other elements within the
Royal Randwick Racecourse that have been previously approved for demolition as part of the
approved Project. The overall impact on the Royal Randwick Racecourse HCA has been
previously assessed as being a major adverse heritage impact (GML, 2013). Overall,
the demolition of Wansey Cottage would contribute to the cumulative heritage impact on the
Royal Randwick Racecourse HCA resulting from the approved Project.
the Wansey Cottage would be included in the next phase of interpretation planning for the
project. Information on the former cottage would be incorporated into the Wansey Road
stop during detailed design
undertake an archival recording of the building consistent with the requirements of the
project prior to work being undertaken. This archival recording would include the interiors of
the residence once it is vacated
during demolition of Wansey Cottage, where practical, salvage and recycle building
elements of heritage significance suitable for the repair of other heritage items, including
roof tiles, joinery (windows, doors, architraves, skirting) and any other fabric.
74 Parsons Brinckerhoff
6.2 Out-of-hours work
The following condition is proposed to be amended to correct an inconsistency with the approval
process for out-of-hours application that is provided in condition B4.
The proposed amendment will allow the Environment Protection Authority to approve out-of-
hours works rather than the Secretary of Planning and Environment, in the instance that there is
an Environment Protection Licence. The relevant MCoA which is proposed to be amended is
MCoA 89 (b). This MCoA is provided below, with the proposed additional wording proposed
identified in bold, underline:
a Construction Noise and Vibration Management Plan to detail how construction noise and
vibration impacts will be managed for the SSI. The Plan shall be consistent with the Interim
Construction Noise Guidelines (DECC, 2009) and shall be prepared in consultation with the EPA
and Council(s). The Plan shall include, but not be limited to:
i) details of construction activities (including site compounds), machinery and an indicative
schedule for works that have the potential to generate noise and/ or vibration impacts on
surrounding land uses,
ii) details of sensitive receivers (including maps showing the location of all potentially affected
sensitive receivers, sensitive times (such as during exam periods) and sensitive equipment;
iii) the construction noise and vibration criteria according to the Interim Construction Noise
Guidelines;
iv) details of the reasonable and feasible mitigation and management measures and
procedures that will be implemented to control construction noise and vibration impacts,
where the criteria are predicted and/or are measured to be exceeded;
v) scheduling the noisiest activities associated with night-time works to be completed before
midnight and limiting night-time construction works to two consecutive nights followed by two
consecutive nights of respite (i.e. no works) unless outlined in the OOHW protocol;
vi) impacts from site compounds/construction depots;
vii) specific physical and managerial measures for controlling noise and vibration, demonstrating
how activities would be managed;
viii) identification of noise and vibration generating tasks, duration, and predicted air-borne noise
levels and vibration levels;
ix) internal compliance audit of all plant and equipment;
x) construction timetabling, in particular works outside standard hours, to minimise noise
impacts;
xi) an out-of-hours work (OOHW) protocol for the assessment, management and approval of
works outside of standard construction hours as defined in condition B4 of this approval,
including a risk assessment process under which an Environmental Representative may
approve out-of-hour construction activities deemed to be of low environmental risk and refer
high risk works for the Secretary’s approval, unless otherwise approved through an
Environment Protection Licence. The OOHW protocol must detail standard assessment,
mitigation and notification requirements for high and low risk out-of-hour works, and detail a
standard protocol for referring applications to the Secretary;
xii) details of community consultation processes to be implemented during construction;
xiii) procedures for notifying residents and sensitive receivers of construction activities likely to
cause exceedances of the noise management levels;
76 Parsons Brinckerhoff
7. Environmental management
measures
This chapter presents the environmental management measures that are proposed to be
implemented to reduce the identified environmental impacts associated with the proposed
modification.
Whilst all current MCoA would be applicable to the project, a summary of the specific MCoA
which are considered to be relevant to managing the potential impacts are provided below in
Table 7.1. Table 7.1 also provides a summary of any existing MCoAs which may be required to
be amended to manage the impacts associated with the proposed modification.
Table 7.1 MCoAs with relevance to mitigating impacts associated with the proposed modification
Current
Relevance of MCoA to proposed modification Change required to existing MCoA?
MCoA
Current
Relevance of MCoA to proposed modification Change required to existing MCoA?
MCoA
B43 MCoA requires that the design of the project not No change required.
preclude future pedestrianisation of High Street.
B59 Non-Indigenous and Aboriginal heritage Amendment to existing MCoA required to remove
reference to avoiding any direct impact or impacts
to Wansey Cottage (refer to section 6.1).
Following determination of this modification (if approved), any additional conditions of approval
(subsequent to the current conditions of approval for the project) would guide the subsequent
phases of the Project. ALTRAC Light Rail, as the appointed construction consortium for the
approved Project, would be required to undertake all works in accordance with the specified
environmental management measures and conditions of approval.
78 Parsons Brinckerhoff
7.2 Revised environmental management measures
Chapter 8 of the CSELR Project Submission Report (Transport for NSW, 2014a) and Chapter 4
of the CSELR Project Modification Report (Transport for NSW, 2014b) documented a range of
environmental management measures to be implemented to reduce the identified environmental
and social impacts associated with the construction and operational phases of the Project. All of
these management measures would be applied, where relevant, to the proposed modification.
Whilst a majority of the previously identified mitigation measures and existing MCoA would be
suitable to manage the potential impacts associated with the proposed modification, a series of
additional measures have been identified to manage specific impacts. These measures are
intended to complement the existing measures and MCoA and are provided in Table 7.2.
New measures that are proposed have been denoted with underlined text, while any
environmental management measure proposed to be removed (or amended to have text
deleted from the measure) has been shown with strikethrough text.
Detailed design
To further reduce the extent of queuing on Belmore Road, the final design of Management measure to
the Belmore Road and Avoca Street intersection would be reviewed to be removed
A.16
determine if an additional short approach lane is required and can be
incorporated on Belmore Road to manage traffic at this intersection.
C.14 Urban design opportunities would be investigated to minimise the potential New management
impacts associated with the proposed access lane from Arthur Street. This measure
would include the consideration of appropriate landscaping, surface
treatments for the access lane and retaining wall and provision and
replacement boundary of fencing which is of a similar style to that currently
provided for adjacent properties.
High Cross Park. Minimise land take and impact on trees. If possible, locate Existing management
D.12 the substation underground. Reinstate remnant landscaping. Make a measure to be replaced
photographic record before commencing work. by new measure D.18
D.18 The following measures would be implemented for High Cross Park: New management
measure
where feasible, the final location of the substation would be optimised
during detailed design to avoid impacts on the heritage fabric of the park
and the WWII air raid trenches
if an alternative position within the park cannot be determined mitigation
measures associated with heritage archaeological management zone 2
(as detailed in the approved CSELR EIS) would be implemented. These
would include:
archaeological excavation and archival recording of archaeological
remains of the WWII air raid shelter would be undertaken
investigation of options for WWII air raid shelter interpretive signage
following works
D.20 Archival recording of the Wansey Cottage building would be undertaken New management
consistent with the requirements of the project prior to work being measure
undertaken. This archival recording would include the interiors of the
residence once it is vacated.
F.4 The alignment of the existing rear boundary fence to the Tigger’s Place New management
Childcare Centre and Honeypot Childcare Centre would be designed to avoid measure
reduction of the outdoor space in order to retain that of the existing licensed
area for either childcare centre. The location for the realigned boundary
fence would be determined in consultation with UNSW and the childcare
centre operators.
F.5 Where feasible, opportunities to replace the existing open space area New management
between the proposed access lane and the childcare centre affected by the measure
proposed modification would be investigated. Investigation would include
consideration of appropriate vegetation, relocation of the existing shed and
playhouse structure, and relocation of an existing vegetable garden currently
used by the childcare centre. The final use and layout for this area of land
would be determined through consultation with the UNSW and the childcare
centre.
Planted trees
N.4 The location of the substation within High Cross Park would ensure that the New management
works would not impact on any significant trees within High Cross Park. measure
Construction
80 Parsons Brinckerhoff
ID Environmental management measure – detailed design and pre- Impact to management
Reference construction phase measures
The High Cross Park construction compound would not impact on the war
memorial.
The opportunity to remove on-street parking on Belmore Road would be
investigated during detailed design to reduce the extent of High Cross
Park that would be required for the construction compound.
Traffic and transport
A single traffic lane would be maintained in each direction along High Street Management measure to
Q.50
within the Randwick precinct at all times. be removed
The Belmore Road intersection works within the Randwick Precinct would be Management measure to
Q.54
staged during the weekend and nights. be removed
Planted trees
The impacts associated with at High Cross Park the Randwick stop would be Management measure to
managed through the development of a detailed landscape strategy for High be amended
T.11 Cross Park, which would incorporate improvements such as new tree
planting, a public plaza and new landscaping. New trees would provide
shade and would partly compensate for the loss of existing trees.
V.22 During demolition of Wansey Cottage, where practical, salvage and recycle New management
building elements of heritage significance suitable for the repair of other measure
heritage items, including roof tiles, joinery (windows, doors, architraves,
skirting) and any other fabric.
Operation
The following intersections would be signalised as part of the CSELR to Management measure to
manage light rail conflicts with pedestrian and traffic movements: be amended
Devonshire Street/Marlborough Street intersection.
Devonshire Street/Bourke Street intersection.
South Dowling Street southbound and northbound traffic lanes at the
CSELR crossing point.
Wansey Road/Alison Road intersection would be signalised (on all arms)
to provide pedestrian access from the residential catchments in the north
and east to the Wansey Road stop.
High Street/Wansey Road intersection would be signalised to
AH.6 accommodate pedestrians and the light rail turning movements between
Wansey Road and High Street. Pedestrian crossings would be provided
across Wansey Road and the eastern arm of High Street as a minimum,
which would replace the existing zebra crossing on High Street.
High Street/Hospital Road intersection.
High Street/Clara Street intersection.
Arthur Street/Botany Street intersection
Arthur Street/Belmore Road intersection
Botany Street/Barker Street intersection
The existing Nine Ways roundabout would be reconstructed and
upgraded to incorporate traffic signals.
The following changes to bus stops would be implemented as part of the Management measure to
AH.22 CSELR to allow for bus services to service the Prince of Wales Hospital, be amended
Children’s Hospital and University of NSW:
82 Parsons Brinckerhoff
8. Statutory context
This chapter provides an overview of the legislative context for the proposed modification.
8.1 Legislation
The EP&A Act provides the statutory framework for the CSELR planning approvals.
As described in Chapter 1, the approved Project was declared a Critical State Significant
Infrastructure project by the Minster for Planning and Infrastructure (now Minister for Planning)
under Part 5.1 of the EP&A Act and accompanying regulation on 23 June 2013.
Pursuant to Section 115ZI of the EP&A Act, Transport for NSW is seeking approval for the
modification of the State Significant Infrastructure approval (SSI-6042), granted on 4 June 2014
(and modified accordingly in February 2015 and March 2015).
Further discussion regarding consultation undertaken regarding the proposed modification has
previously been provided in Chapter 4 of this report.
The proposed modification has been developed as a result of ongoing consultation with
stakeholders and ongoing design investigations. The proposed changes to the approved
Project, as described in this report, would result in an overall positive outcome in comparison to
the approved Project. The improvements over the approved Project would include:
reduction in traffic impacts at the Avoca Street and Belmore Road intersection due to the
reduced construction impacts at this locations as the light rail would no longer needing to
cross this intersection
beneficial visual and landscape character outcome in comparison to the approved Project,
in particular as a result of reduced impacts to High Cross Park
beneficial outcome to planted trees, in particular reduced impacts to High Cross Park
overall improvement to the retention of the heritage significance of High Cross Park due to
the relocation of the Randwick terminus stop to High Street
improved accessibility to existing businesses and services such as the Randwick town
centre and Prince of Wales Hospital
Some potential negative environmental impacts have also been identified as occurring as a
result of the proposed design modification. These include:
increased delays at some intersections within the Randwick precinct due to expected
local traffic movement changes
potential impacts to an identified World War II air raid trench due to subsurface excavation
required in High Cross Park to allow for the substation to be placed below ground in
High Cross Park
additional impacts to existing properties to accommodate the rear access lane from
Arthur Street
additional operational noise impacts to up to five additional properties along High Street
between Wansey Road and Botany Street due to the change in the alignment at this
location further to the north
potential minor additional impacts to the Prince of Wales Hospital due to the decrease in
setback distance between the near track and the buildings to accommodate the revised
stop platform
vibration impacts to an additional receiver (medical imaging centre) along High Street
road noise impacts resulting from changes to local traffic changes, in particular along
Arthur Street.
Based on the above, the proposed modification is considered to be justified and would
represent an overall beneficial outcome for the approved Project. The proposed changes would,
whilst resulting in some impacts, result in the benefits listed above which would provide an
improved outcome in comparison to the approved Project for both the local community within
the Randwick Precinct and operation of the overall light rail system.
86 Parsons Brinckerhoff
10. References
Department of Environment, Climate Change and Water 2009, Interim Construction Noise
Guideline
Department of Environment, Climate Change and Water 2011, Road Noise Policy
Enotrac 2014, Preliminary report on CSELR EMI, prepared by Enotrac on behalf of Transport
for NSW
Environment Protection Authority (EPA) 2013, NSW Rail Noise Infrastructure Guideline
GML 2013, CBD and South East Light Rail Heritage Impact Assessment Report, prepared for
Parsons Brinckerhoff on behalf of Transport for NSW
Transport for NSW 2013, CBD and South East Light Rail Project – Environmental Impact
Statement, Transport for NSW, November 2013
Transport for NSW 2014a, CBD and South East Light Rail Project – Submissions Report,
Transport for NSW, March 2014
Transport for NSW 2014b, CBD and South East Light Rail Project – Project Modification Report,
Transport for NSW, December 2014