01 CSELR Modification 4 Stop Changes High Street Main ReportX

CBD AND SOUTH EAST LIGHT RAIL PROJECT
STATE SIGNIFICANT INFRASTRUCTURE APPROVAL (SSI-6042)
MODIFICATION REPORT –
SSI-6042 MOD 4
Stop changes – High Street, Randwick
NOVEMBER 2015
Contents
Page number
Glossary and abbreviations vi
Executive summary vii
1. Introduction 1
1.1 The CSELR Project 1

1.2 Project approvals 1
1.3 Proposed modification 3
2. Description of the approved Project 5
2.1 Light rail alignment 5

2.2 Randwick terminus stop arrangement 5
2.3 UNSW High Street stop arrangement 5
2.4 Local traffic and access 8
2.4.1 Property access 8
2.4.2 Cyclists 8
2.4.3 Bus operations 8
3. Description of the proposed modification 9
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
4.1 Consultation undertaken to date 29

4.2 Consultation undertaken during preparation of the modification 29
4.2.1 Letterbox drop 31
4.2.2 Door knocking 32
4.3 Consultation to be undertaken during display 33
4.3.1 Advertising 33
4.3.2 Display of the proposed modification 33
4.3.3 Stakeholder briefings 33
4.3.4 Sydney Light Rail Forums 34
4.3.5 Submissions report 34
Transport for NSW i

CBD and South East Light Rail – Modification Report – State Significant Infrastructure Approval (SSI-6042)
4.4 Ongoing consultation 34
5. Environmental assessment 35
5.1 Assessment approach 35

5.2 Traffic and transport impacts 36
5.2.1 Construction impacts as a result of the modification 36
5.2.2 Operational impacts as a result of the modification 37
5.2.3 Proposed mitigation 48
5.3 Visual and landscape character impacts 48
5.4 Planted tree impacts 50
5.4.1 Impacts as a result of the modification 50
5.5 Property and land use impacts 51
5.6 Noise and vibration impacts 53
5.6.1 Construction assessment 53
5.6.2 Operational assessment 55
5.7 Non-Indigenous and Aboriginal heritage impacts 63
5.7.1 Existing heritage 63
5.8 Socio-economic impacts 66
5.9 Utilities 67
5.10 Electromagnetic interference 67
5.11 Summary of environmental impacts 68
6. Administrative changes to Minister’s Conditions of Approval 73
6.1 Wansey Cottage 73

6.1.1 Approved Project 73
6.1.2 Post approval design development 73
6.1.3 Potential heritage impacts 74
6.2 Out-of-hours work 75
7. Environmental management measures 77
7.1 Ministers Conditions of Approval 77

7.2 Revised environmental management measures 79
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
Transport for NSW iii

List of tables
Page number
Table 1.1 Summary of approved modifications 3

Table 3.1 Summary of approved Project and proposed modification 23
Table 4.1 Consultation with key agencies and stakeholders 29
Table 4.2 Issues raised during door knocking exercise 32
Table 5.1 Overview of potential change to environmental impacts 35
Table 5.2 High Street/Randwick Bus Network Changes (morning peak) 43
Table 5.3 Impacts on kerbside parking 44
Table 5.4 Tree impacts for the approved Project and the proposed modification 50
Table 5.5 Light rail vehicles airborne noise impact 56
Table 5.6 Ground-borne noise impact – Proposed modification 57
Table 5.7 Road category and associated assessment criteria 58
Table 5.8 Road traffic noise assessment results 61
Table 5.9 Heritage items potentially impacted by the approved Project and the proposed
modification 63
Table 5.10 Summary of environmental impact changes between the approved Project and proposed
modification 69
Table 7.1 MCoAs with relevance to mitigating impacts associated with the proposed modification 77
Table 7.2 Changes to environmental management measures 79
List of figures
Page number
Figure 1.1 Overview of the approved Project 2

Figure 2.1 Plan of the approved Randwick stop and interchange arrangement 7
Figure 2.2 Plan of the approved UNSW High Street stop arrangement 7
Figure 3.1 Location of proposed design modification 9
Figure 3.2 Plan of the proposed location for the revised Randwick terminus stop arrangement 11
Figure 3.3 Revised light rail track arrangement for the Randwick terminus stop 11
Figure 3.4 Indicative visual perspective (looking east) of the revised Randwick terminus stop 12
Figure 3.5 Plan of the revised UNSW High Street stop arrangement 13
Figure 3.6 Plan of the revised UNSW High Street stop arrangement 13
Figure 3.7 Indicative visual perspective (looking west) of the modified UNSW High Street stop
arrangement along High Street 14
Figure 3.8 Plan of the proposed access lane arrangement from Arthur Street 16
Figure 3.9 Proposed changes to traffic flow within the Randwick Precinct 18
Figure 3.10 Proposed infrastructure and parking changes within the Randwick Precinct 19
Figure 3.11 Proposed reconfiguration of the Randwick terminus stop and interchange bus stop
arrangements and proposed substation location (below ground) 21
Figure 3.12 Existing High Cross Park construction compound layout (left) and revised construction
compound layout (right) 22
Figure 4.1 Location of letterbox deliveries and door knocking undertaken 32
Figure 5.1 Changes in morning peak average itersection delays with proposed modification
(seconds) 39
Figure 5.2 Changes in afternoon peak average intersection delays with proposed modification
(seconds) 40
Figure 5.3 Travel time routes assesed 42
Figure 5.4 Land use impacts resulting from the modification 52
Figure 5.5 Morning peak percentage road traffic increase – approved Project vs proposed
modification 60
iv Parsons Brinckerhoff
Appendices
Appendix A
Design development
Appendix B
Traffic, Transport and Access Impact Assessment
Appendix C
Noise and Vibration Impact Assessment
Appendix D
Heritage Impact Assessment
Appendix E
Wansey Cottage Heritage Report
Transport for NSW v

Glossary and abbreviations

Approved Project The CSELR project approved, as previously modified, by the Minister for
Planning, 17 February 2015.
CBD central business district
CSELR CBD and South East Light Rail
CSELR EIS CBD and South East Light Rail Environmental Impact Statement
dB (decibel) unit of measurement for sound pressure level
dBA A-weighted decibels
DDA Disability Discrimination Act 1992
DECCW Department of Environment, Climate Change and Water
DP&E (NSW) Department of Planning and Environment
EP&A Act (NSW) Environmental Planning and Assessment Act 1979
EMI electromagnetic interference
HAMU Heritage Archaeological Management Unit
HCA heritage conservation area
ICNG Interim Construction Noise Guideline
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.
LRV light rail vehicle
NML noise management level
ONVR Operational Noise and Vibration Review
Randwick LEP 2012 Randwick Local Environmental Plan 2012
RBL rating background level
RNP Road Noise Policy
SHR State heritage register
SSI State Significant Infrastructure
UNSW University of NSW
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.
Planning approvals process
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.
Purpose of this report
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:
 describe the changes to the existing project approval
 provide justification for the modification and describe the alternatives considered
 assess the environmental and community impacts of the modification.
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:
 relocation and re-design of the Randwick terminus stop
 reconfiguration of the UNSW High Street stop arrangement
 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
Transport for NSW vii

 changes to the local traffic network to accommodate the modification, including:
 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.
Administrative changes to Minister’s Conditions of Approval
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.
Environmental benefits and impacts
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
 benefits to electromagnetic interference impacts in comparison to the approved Project, in particular

with respect to potentially sensitive equipment associated with the UNSW
 improved passenger safety and loading/disembarking at the UNSW High Street stop.
viii Parsons Brinckerhoff

Some potential negative environmental impacts have also been identified as a result of the proposed design
modification. These include:
 traffic and transport changes such as:
 modification to existing local traffic movements/network including removal of eastbound traffic

between Wansey Road and Botany Street and westbound traffic between Avoca Street and
Clara Street and increased traffic on surrounding streets
 increased delays at some intersections within the Randwick precinct due to expected local traffic
movement changes
 revised property access to four properties along High Street
 removal of a net total of approximately 32 on-street parking spaces
 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
 noise and vibration impacts such as:
 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.
Conclusions and next steps
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.
1.1 The CSELR Project

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 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:
 19 light rail stops
 a pedestrian zone on George Street (between Hunter and Bathurst streets)
 approximately 12 substations to provide power for the light rail vehicles (LRVs)
 an LRV stabling facility in Randwick and a maintenance depot in Rozelle.
1.2 Project approvals

The CSELR Project was declared Critical State Significant Infrastructure (SSI) by the NSW
Minister for Planning and Infrastructure (now Minster for Planning) on 25 June 2013. The CBD
and South East Light Rail Environmental Impact Statement (Transport for NSW, 2013) (CSELR
EIS) was prepared and 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 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.
Transport for NSW 1

Note: Indicative only. Subject to detailed design
Figure 1.1 Overview of the approved Project
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.
1.3 Proposed modification

Transport for NSW is seeking approval from the Minister for Planning to modify the SSI approval
for the CSELR Project (SSI-6042). The design modification that is proposed to the approved
Project includes the following elements:
 relocation and re-design of the Randwick terminus stop
 reconfiguration of the UNSW High Street stop arrangement
 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
 changes to the local traffic network to accommodate the modification, including:
 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.
Transport for NSW 3

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.
Administrative changes to the Minister’s Conditions of Approval
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.
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.
2.1 Light rail alignment

As part of the approved Project, the alignment along High Street was located in the centre of the
street between Wansey Road and Avoca Street before turning south at the junction with
Avoca Street to a stop and bus interchange within High Cross Park. A single east and
westbound traffic lane was to be maintained on either side of the light rail alignment along the
length of High Street between Wansey Road and the Avoca Street/Belmore Road intersection.
2.2 Randwick terminus stop arrangement

The Randwick stop and interchange, as described in section 6.12.2 of the CSELR Project
Submissions Report (Transport for NSW, 2014a), is located on the northern edge of High Cross
Park along Belmore Road. The stop provided a light rail terminus and interchange with existing
eastern suburbs buses. The stop would also service the retail precinct on Belmore Road and
Avoca Street, the Sydney Children’s Hospital, the Prince of Wales Hospital and Royal Hospital
for Women and the broader residential area of Randwick. The approved location of this
Randwick terminus stop would however require passengers to cross each of these roads to
access their destinations.
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.
2.3 UNSW High Street stop arrangement

The UNSW High Street stop, as described in section 6.11.2 of the CSELR Project Submissions
Report (Transport for NSW, 2014a), is located in the centre of High Street, approximately
40 metres to the east of the intersection of High Street and Wansey Road. The stop comprised
an island platform configuration with a width of approximately 6.4 metres and a length of
67 metres.
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
Note: Indicative only
Figure 2.1 Plan of the approved Randwick stop and interchange arrangement
Note: Indicative only
Figure 2.2 Plan of the approved UNSW High Street stop arrangement
Transport for NSW 7

2.4 Local traffic and access

As described above, a single east and westbound traffic lane was to be maintained on either
side of the light rail alignment along the length of High Street as part of the approved Project.
New traffic signals were to be installed at a number of intersections along the alignment,
including the intersection of High Street with Wansey Road, Hospital Road and Clara Street.
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.
2.4.1 Property access

The approved Project maintained access to all existing properties along the length of
High Street. However, as described in the CSELR EIS, most property access arrangements
would generally be restricted to left-in-left-out operation with the exception of the right turn
accesses into the hospital, which were to be maintained as part of signalising the intersection
with Clara Street.
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.
2.4.3 Bus operations

As identified in the CSELR EIS, no bus services were to be re-routed as part of the approved
Project. However, some changes to the location of existing bus stops along High Street were
identified as part of a wider change to the broader bus network. These changes included:
 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.
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.
Figure 3.1 Location of proposed design modification

A summary of the approved components of the SSI approval as they relate to the
Randwick Precinct is provided at the end of this chapter in Table 3.1. This table also outlines
where modification is sought for individual project components or where components remain
unchanged.
Transport for NSW 9

3.2 Description of changes

3.2.1 Randwick terminus stop and interchange
Alternatives considered
A series of alternative designs for the Randwick terminus stop were investigated as part of the
development of the proposed modification. Discussion regarding the design development of
the Randwick terminus stop is provided in Appendix A.
Proposed design change

The revised design of the Randwick terminus stop would relocate the stop to High Street, west
of the intersection of High Street and Avoca Street. The modified location for the stop would
provide an approximately 67 metre long, 4.2 metre wide island platform with a weather
protection shelter towards the eastern end of the platform. Revised pedestrian crossings would
be provided at both the eastern and western ends of the platform.
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.
Figure 3.2 Plan of the proposed location for the revised Randwick terminus stop arrangement
Revised cross-over location
Approved Project alignment

continues to High Cross Park
Figure 3.3 Revised light rail track arrangement for the Randwick terminus stop
Transport for NSW 11

Figure 3.4 Indicative visual perspective (looking east) of the revised Randwick terminus stop
3.2.2 UNSW High Street stop

Discussion regarding the design development and consideration of the UNSW High Street stop
arrangement is provided in Appendix A.

The modification to the UNSW High Street stop would change the approved stop from a single
island platform to two separate platforms. The northern platform would be integrated as part of
the existing pedestrian footpath with a combined width of approximately 4.5 metres. The
southern platform would consist of a platform approximately 6 metres wide with a fenced barrier
between the southern edge of the platform and the westbound traffic lane along High Street.
The stop would be located approximately 5 to 6 metres north of the previously approved
location.
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).
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
3.2.3 Property access changes

As described previously, the proposed removal of the eastbound traffic lane along High Street
for general traffic between Wansey Road and Botany Street would result in existing access to
four properties along High Street being removed. These properties are:
 36 High Street (Creston College)
 38 High Street (Kenvale College Hospitality and Event Management)
 42 and 44 High Street (residential apartment buildings with shared access – 18 and 15 units
respectively)
 46 High Street (residential apartment building – 12 units).
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.

In order to maintain vehicle access to these properties, it is proposed that a new access lane be
provided from the rear of these properties to Arthur Street to provide a reconfigured driveway
access to all four affected properties. The cul-de-sac would be suitable to meet access
requirements for a range of vehicles, including garbage collection and removalist vehicles, to
turn around without the need to reverse along the entire length of new lane.
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:
 a new retaining wall
 potential modification to existing drainage, utilities, regrading of existing surfaces to tie in

with proposed ramps
 minor vegetation clearing along Arthur Street.
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.
An indicative layout of the proposed access lane is shown in Figure 3.8.
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.
Access along High Street

No removal of property access along the remainder of High Street is proposed to occur.
However, access to properties opposite the Randwick terminus stop, on the north side of High
Street between Clara Street and Avoca Street would potentially be restricted to light vehicles
only as a result of the modified location of the High Street terminus platform and light rail tracks.

Note: Indicative only. Subject to detailed design.
Figure 3.8 Plan of the proposed access lane arrangement from Arthur Street
3.2.4 Changes to local traffic network and associated works

Traffic network
As described above, the relocation of the Randwick terminus stop and the reconfiguration of the
UNSW High Street stop would result in changes to general traffic movements along High Street.
These changes would include removal of eastbound traffic between Wansey Road and
Botany Street and removal of westbound traffic between Avoca Street and Clara 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.
Infrastructure and parking changes

Due to the proposed removal of eastbound traffic along High Street, between Wansey Road
and Botany Street, the modified design would require some local traffic improvements to
accommodate the anticipated changes in traffic movements within the local area.
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
Figure 3.10 Proposed infrastructure and parking changes within the Randwick Precinct

3.2.5 Bus operation and stop changes

Bus operation changes
Due to the relocation of the UNSW High Street and the Randwick terminus stops, as well as the
proposed closure of traffic lanes associated with the modified stop configurations, some bus
routes identified as corresponding to the approved Project would need to be modified.
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.
High Street bus stops

The existing westbound bus stop outside the Prince of Wales Hospital would be removed as
part of the modified design due to the removal of the westbound lane along High Street. The
stop would be relocated to Clara Street, near the intersection of Clara Street and High Street.
This would result in the loss of approximately four short term parking spaces along this street.
A new bus shelter would also be provided at this location.
Belmore Road and Avoca Street bus stops

A southbound bus stop currently exists at the intersection of Belmore Road and Avoca Street
with capacity for up to two buses. The bus stop zone along Belmore Road at this location is
proposed to be extended by approximately 20 metres to allow for up to two additional buses at
this location in the afternoon peak period. The provision of the additional bus stop would result
in the removal of approximately four short term parking spaces. An indicative arrangement of
this stop is provided in Figure 3.11. As part of the revised bus stop arrangement, the awning
coverage along Belmore Road would be extended to permit the afternoon bus stop to be
located as close to the corner of Belmore and Avoca as possible (to be undertaken by
Randwick City Council).
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.
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)
3.2.6 High Cross Park substation and drivers amenity facilities

In addition to the relocation of the Randwick terminus stop away from High Cross Park, the
location of the substation within High Cross Park has also been refined. The substation within
High Cross Park is proposed to be placed underground within the Park. This change is
consistent with the requirement outlined in MCoA B27(f)(ii) for the approved Project which
requires that consideration be given to the undergrounding of substations where this is
reasonable and feasible.
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.

3.2.7 High Cross Park compound site

As a result of the relocation of the Randwick terminus, the construction compound in High Cross
Park would be reconfigured to reduce the overall impact on High Cross Park. The reconfigured
compound site would occupy the existing footpath, one lane of parking and one lane currently
used for vehicle traffic on Belmore Road. The revised construction compound layout would be
arranged to limit impacts to any trees within High Cross Park. An indicative arrangement of the
revised construction compound layout is shown in Figure 3.12.
Figure 3.12 Existing High Cross Park construction compound layout (left) and revised construction
compound layout (right)
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.’

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
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

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
component
o removal of the current o Extension of the existing

eastbound bus stop on southbound bus stop (and
High Street (between Botany awning) on Belmore Road (near
Street and Wansey Road) Avoca Street).
o relocation of the eastbound bus o Provision of a new northbound
stop on High Street, outside the bus stop zone on the western
Prince of Wales Hospital, to side of Avoca Street.
Clara Street. o Removal of approved bus stops
within High Cross Park along
Avoca Street, Belmore Road and
Cuthill Street.

4. Stakeholder consultation
This chapter outlines the consultation that has been undertaken with agencies and stakeholders
during the preparation of this modification application.
4.1 Consultation undertaken to date

The CSELR Project Team undertook consultation with the following key stakeholders and
agencies prior to the commencement and development of the proposed modification:
 City of Sydney
 Randwick City Council
 Centennial Park and Moore Park Trust
 Australian Turf Club
 University of New South Wales
 Roads and Maritime Services (Roads and Maritime)
 CBD co-ordination office
 Health Infrastructure.
4.2 Consultation undertaken during preparation of the

modification
The CSELR Project team has undertaken consultation with key agencies and stakeholders
during the preparation of this report. A summary of this consultation is presented in Table 4.1
below.
Table 4.1 Consultation with key agencies and stakeholders

Section considered in
Stakeholder Date(s) Summary of key issues raised
modification report
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)

modification report
6 May 2015  Transport network impacts Section 3.2.3

1.00–2.30 pm  Road user safety and design Section 3.2.5
 Location of outbound bus stops Section 5.2 (Traffic and
commuter boarding and alighting transport)
patterns in the morning and afternoon
peak periods Section 5.4
(Planted trees)
 Tree removal within High Cross Park
Appendix A
 Residential property access
arrangements
 Current levels of service at
intersections and the wider network
impacts.
5 August 2015  Potential to improve the level of Section 3.2.4
service at key intersections through
2.30–4.00pm upgrades Section 3.2.5
 Lane adjustments and potential kerb Section 5.2 (Traffic and
works on Belmore Road transport)
 Heritage impacts in Randwick Section 5.7 (Heritage)
 Location of bus stops and integration
with local amenities
University of NSW 29 September 2015  High Street property access Section 3.2.3
arrangements
10.00–11.00 am
 Servicing requirements for High Street
properties
University of NSW 1 October 2015  New access lane from Arthur Street Section 3.2.1
Randwick City Council 10.00 am–12.00 pm  High Street property access Section 3.2.3
arrangements
Section 5.2 (Traffic and
 Servicing requirements for High Street transport)
properties
Section 5.4
 Local traffic impacts
(Planted trees)
 Parking
Section 5.5
 Potential CPTED issues associated (Property and land use)
with the access lane from
Arthur Street
 Consideration that the access lane be
a shared pathway, for both cars and
pedestrians
 Tree impacts along High Street
 Location of the proposed Randwick
terminus stop and interchange.
University of NSW 28 October 2015  High Street property access Section 3.2.3
Tiggers Honeypot 10.00–11.00 am  Design of the new access lane from Chapter 4
Childcare Centre Arthur Street and access to parking
Section 5.5
Kenvale College and  Delivery and service vehicle access (Property and land use)
Creston College  Access for Creston College
Appendix A
 Ownership of residual landlocked’
space between Kenvale College and
UNSW
 Need for further consultation during
planning and detailed design process.
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.
4.2.1 Letterbox drop

A letter was delivered on 9 November 2015 to approximately 700 properties within the vicinity of
the proposed modification. The boundary of the letterbox drop areas is outlined on the map
provided in Figure 4.1. The letterbox drop was also issued directly to all non-resident property
owners.
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.

Figure 4.1 Location of letterbox deliveries and door knocking undertaken
4.2.2 Door knocking

Door knocking was undertaken in the afternoon/evening of Monday 9 November 2015.
The project team door knocked 73 properties and spoke to 13 residents. The map below (refer
to Figure 4.1) outlines the location of the door knocking.
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.
A summary of feedback and issues raised is included in Table 4.2 below:
Table 4.2 Issues raised during door knocking exercise

Issue Feedback received during door knocking
modification report
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
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 Consultation to be undertaken during display

This modification report will be exhibited from 25 November until 11 December 2015. During the
exhibition period, government agencies, interest groups and organisations, stakeholders and
the community will be invited to make written submissions regarding the proposed modification.
A summary of the engagement activities and tools that will be used to encourage community
and stakeholder participation during the public exhibition period is outlined below.
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.
4.3.2 Display of the proposed modification

This modification report will be placed on public exhibition at a number of locations including:
 Transport for NSW Community Information Centre, King Street, Sydney CBD
 Randwick City Council offices.
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.
4.3.3 Stakeholder briefings

Stakeholder briefings will be offered with the following stakeholders during the public exhibition
of the Modification, either on an individual meeting basis or through the Sydney Light Rail
project’s Community, Business or Urban Domain Reference Groups:
 Randwick City Council
 Centennial Park and Moore Park Trust
 Australian Turf Club
 University of New South Wales
 CBD co-ordination office
 Health Infrastructure.

4.3.4 Sydney Light Rail Forums

The Modification will be presented for feedback and discussion at the quarterly Randwick,
Kensington and Kingsford Community and Business Forum to be held by ALTRAC Light Rail
during the exhibition period on 30 November 2015.
4.3.5 Submissions report

Submissions received during the exhibition period will be considered by Transport for NSW.
After reviewing the submissions a submissions report will be prepared by Transport for NSW
that documents all the submissions received and Transport for NSW’s responses.
The submissions report will be publicly available on the Transport for NSW website and the
DP&E website.
4.4 Ongoing consultation

Ongoing discussions with stakeholders and key project partners (including Randwick City
Council, City of Sydney, Australian Turf Club, University of NSW and Centennial Parklands)
would continue throughout detailed design.
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
 letter box drops
 community newsletters
 maps and diagrams
 community and business forums
 the project website.
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.
5.1 Assessment approach

Consideration of key and non-key environmental, social and economic issues was undertaken
for the proposed modification. This included an assessment of the potential changes to the
environmental impacts described and discussed in the approved Project planning approval
documents (including the CSELR EIS and CSELR Submissions Report).
An overview summary of the potential changes to environmental impacts by each of the

components of the proposed design change is provided in Table 5.1. Only the issues that would
have a different impact to that which was described in the CSELR EIS, Submissions Report or
subsequent modifications were assessed.
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.
Table 5.1 Overview of potential change to environmental impacts

Applicable to proposed modification
Environmental aspect Potential
Comment/reason(s) for change in impact
impact
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.

Applicable to proposed modification

Environmental aspect Potential
Comment/reason(s) for change in impact
impact
Non-Indigenous heritage The proposed modification would result in improvements to

High Cross Park (and the existing war memorial), however may
result in some impacts to High Cross Park heritage due to
subsurface excavation required to place the substation below
 ground.
Some additional impacts may also occur as a result of the
relocation of the Randwick terminus stop closer to the existing
Prince of Wales Hospital Group site, including the Superintendents
Cottage, (listed as a local heritage item).
Socio-economic The modification would provide some beneficial socio-economic
impacts including improved access to existing businesses and
services such as the Randwick town centre and Prince of Wales
 Hospital.
The modification would also have some negative impacts
associated with the change to existing property accesses along
High Street between Wansey Road and Botany Street.
Hydrology, drainage and surface
water
 The modification is generally consistent with approved Project.
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.
5.2 Traffic and transport impacts

This section outlines the potential traffic, transport and access impacts associated with the
proposed changes to the approved Project and provides a summary of the Traffic, Transport
and Access Impact Assessment, prepared by GTA Consultant (GTA, 2015) and included as
Appendix B.
5.2.1 Construction impacts as a result of the modification

General changes in construction activities and staging
The traffic and transport impact associated with the construction of the revised design would
generally be consistent with the impacts identified in the CSELR EIS (Transport for NSW, 2013)
as part of the approved Project.
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:
 Botany Street and Arthur Street
 Arthur Street and Belmore Road
 Botany Street and Barker Street
 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.
Modified construction access routes

The overall construction routes developed as part of the Construction Traffic Management Plan
for the approved Project are not proposed to be modified. The identified construction routes
would continue to be used to accommodate the construction of the proposed modification.
5.2.2 Operational impacts as a result of the modification

Stop accessibility
UNSW High Street stop
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.

Randwick terminus stop
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.
 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)

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).
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).
Regional travel times
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.
Further details regarding potential impacts to intersection performance is provided in

section 4.2.4 of the Traffic, Transport and Access Impact Assessment (GTA, 2015).

Figure 5.3 Travel time routes assesed
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.
Table 5.2 High Street/Randwick Bus Network Changes (morning peak)

Route Implication of proposed modification on
Original route Approved route
number approved route
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.
372 Coogee–Railway Square Coogee–Railway Square via No route change required.

via Cleveland Street Cleveland Street, through routed
with 412/413 to align with the
city centre bus network
redesign.
373 Coogee–Circular Quay Route cancelled. Not applicable.

via Oxford 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.
376 Maroubra Beach–Circular Route cancelled, replaced with Not applicable.

Quay via Marine Parade, 375.
Alison Road and
Foveaux Street
377 Maroubra Beach–Circular Operates existing route to Bus stop relocation.

Quay via Marine Parade, Alison Road via Belmore Road
Alison Road and and terminates.
Oxford Street
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.
Kerbside parking conditions
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.
Table 5.3 Impacts on kerbside parking

Street Section Proposed modification Summary of parking impacts
Arthur Street and adjacent roads
Arthur Street Wansey Road to 20 m No Stopping Loss of 3 parking spaces

(North Side) Botany Street (Loss of 3 parking spaces)
Botany Street to 20 m No Stopping at Botany Street, Loss of 9 parking spaces

Arthur Lane 45 m No Stopping/turn lane at
Arthur Lane
Arthur Lane to 35 m No Stopping/turn lane Loss of 7 parking spaces

Belmore Road
Arthur Lane to 10 m No Stopping Loss of 1 parking spaces

Belmore Road
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 to 20 m No Stopping at driveway and Loss of 5 parking spaces

Botany Street 20 m No Stopping at Botany Street
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 No impacts to parking

(West side) Arthur Street and 20 m south of Arthur Street
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
Clara Street Within 20 m of As per existing N/A

Arthur Street
Arthur Lane Within 20 m of As per existing N/A

Arthur Street
Street Section Proposed modification Summary of parking impacts
Belmore Road Within 20 m north of 20 m No Stopping Loss of 2 parking spaces

(West side) Arthur Street
Within 20 m south of 20 m No Stopping Reduced Bus Zone

Arthur Street
Belmore Road Within 20 m of 20 m No Stopping north of Arthur Loss of 7 parking spaces

(East side) Arthur Street Street, 10 m south of Arthur Street
Barker Street and adjacent roads
Barker Street Botany Lane to Botany As per existing N/A

(North side) Street
Botany Street to Maud 20 m No Stopping Loss of 1 parking space

Street
Barker Street Botany Lane to Botany 20 m No Stopping Loss of 2 parking space

(South side) Street
Botany Street to Maud 20 m No Stopping Loss of 1 parking space

Street
Botany Street 20 m north of Barker Street 20 m No Stopping, Relocation of bus Loss of 2 parking space
stop
20 m south of 20 m No Stopping Loss of 3 parking space

Barker Street
Belmore Road/Avoca Road intersection
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
Avoca Street Within 80 m north of the 20 m No Stopping Zone, No impacts to parking

(West side) intersection 60 m Proposed Bus Zone
Belmore Road (east of Avoca Road
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
Total impact 32 car parking 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.
Walking and cycling

There would be some minor changes to access arrangements for pedestrians and cyclists
within the Randwick and UNSW High Street precincts during operation of the Project.
The following details the key changes in access arrangements.
Randwick terminus Precinct Access Plan
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.
UNSW High Street Access Plan
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.
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:
 36 High Street (Creston College)
 38 High Street (Kenvale College Hospitality and Event Management)
 42 and 44 High Street (residential apartment buildings with shared access)
 46 High Street (residential apartment building).
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.
Sydney Children’s Hospital – emergency vehicle access
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.

5.2.3 Proposed mitigation

In addition to the existing MCoAs and mitigation measures previously proposed as part of the
approved Project, the following additional mitigation measures are proposed to manage
the potential additional traffic and transport impacts:
 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.
5.3 Visual and landscape character impacts

The changes associated with the modification to the Randwick terminus stop would result in
benefits to the visual impact of the approved Project during construction as the construction
would not result in the use of a majority of High Cross Park as a construction compound.
The overall construction area at this location would be substantially reduced (refer to
Figure 3.12) providing a moderate benefit during construction in comparison to the approved
Project.
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.

At the Randwick terminus end, the proposed modification would include the relocation of the
Randwick Terminus from High Cross Park to High Street, between Clara Street and
Avoca Street, on the southern side of the road reserve. Most notably the modified design would
result in a substantial beneficial outcome through the avoidance of the landscape and visual
impacts to High Cross Park which would occur as part of the approved Project through the
relocation of the Randwick terminus stop platforms and the proposed placement of the
substation below ground within High Cross Park.
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.

In addition to the existing MCoAs and mitigation measures previously proposed as part of
the approved Project, the following additional mitigation measure is proposed to manage the
potential additional visual and landscape impacts:
 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.
5.4 Planted tree impacts

5.4.1 Impacts as a result of the modification
A comparison of between the tree impacts associated with the approve Project and the
proposed modification is shown in Table 5.4
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.
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.

It is considered that the existing MCoAs and previously proposed mitigation measures identified
as part of the approved Project would be sufficient to manage a majority of the residual impacts
with respect to planted tree impacts. However, the following additional mitigation measure is
proposed to manage the potential additional planted tree impacts with respect to the proposed
location of the substation in 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.
5.5 Property and land use impacts

The proposed modification would result in both beneficial outcomes and some additional
impacts to existing properties and land use.
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.

Figure 5.4 Land use impacts resulting from the modification
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):
 removal of an existing garage structure and swimming pool associated with

10 Arthur Street, Randwick
 relocation of an existing shed and playhouse structure
 relocation of existing fences to maintain safe areas adjacent to the access lane
 relocation of existing utilities located along Arthur Street
 some vegetation removal.
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.
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.

In addition to the existing MCoAs and mitigation measures previously proposed as part of
the approved Project, the following additional mitigation measures are proposed to manage the
potential additional property and land use impacts:
 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.
5.6 Noise and vibration impacts

This section summarises the potential noise and vibration impacts associated with the proposed
changes to the approved Project and provides a summary of the Noise and Vibration Impact
Assessment, prepared by WSP | Parsons Brinckerhoff 2015 and included as Appendix C.
5.6.1 Construction assessment

Construction within light rail corridor
The construction footprint within the light rail corridor is not expected to change significantly.
Due to the minor realignment and reconfiguration of the UNSW High Street and Randwick
terminus stops, some changes in the schedule and timing of various construction stages is likely
to occur.

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.
Construction of the proposed access lane off Arthur Street

The proposed construction of the access lane is expected to result in some additional noise and
vibration impacts to the receivers in the vicinity of the proposed lane. Based on noise monitoring
results conducted in October 2015, the rating background level (RBL) for day time in this area
was calculated to be 43 dBA. This implies that the applicable noise affected construction noise
management level (NML) of LAeq(15minute) 53 dBA would be applicable during standard hours
(based on the recommended NML being the RBL plus 10 dB).
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:
 8, 10, 14, 16, 18 Arthur Street, Randwick
 24 Botany Street, Randwick (child care centre)
 36-38, 42, 44, 46 High Street, Randwick
 41, 43, 45 Wansey Road, Randwick.
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.
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.
Botany Street to Avoca Street
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.

Airborne noise – summary

A summary of the predicted change in airborne noise impact is provided in Table 5.5.
Table 5.5 Light rail vehicles airborne noise impact

Predicted noise levels (dBA) Additional properties
Trigger level
Location to be considered for
(external) Approved Project Proposed modification mitigation
30–46 High 54–56 LAeq(15hour) 56–58 LAeq(15hour) 30, 32, 36, 38

Street High Street (exceedance
49–52 LAeq(9hour) 50–54 LAeq(9hour)
(residential of night time trigger level)
60 LAeq(15hour)
dwellings) 73–75 LAmax 75–77 LAmax
50 LAeq(9hour)
56–58 High 58–59 LAeq(15hour) 58–59 LAeq(15hour) Previously identified as
80 LAmax
Street part of approved Project.
55–56 LAeq(9hour) 55–56 LAeq(9hour)
(residential No additional mitigation
dwellings) 83 LAmax 85 LAmax required.
UNSW Lowy Previously identified as

Cancer part of approved Project.
50 LAeq(1hour) 54–55 LAeq(1hour) 52–53 LAeq(1hour)
Research Centre No additional mitigation
required.
Prince of Wales Consideration of

Hospital building 45 LAeq(1hour) (ward) mitigation required if the
closest to the 53–54 LAeq(1hour) 54–55 LAeq(1hour) buildings closest to the
City-bound track 60 LAeq(1hour) (other) light rail tracks contain
hospital wards.
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.
Existing establishments with vibration-sensitive equipment
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
 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.
Table 5.6 Ground-borne noise impact – Proposed modification

Ground-borne noise Estimated airborne
LAsmax noise1 LAsmax
Location (interior)
Proposed Proposed
Trigger level Approved Project
modification modification
30–46 High Street 40 LASmax (day)

(residential dwellings) 37 dBA 39 dBA 55 dBA
35 LASmax (night)
56–58 High Street
39 dBA 49 dBA 60 dBA
(residential dwellings)
Prince of Wales Hospital
building closest to the 35 LASmax 32 dBA 35 dBA 55 dBA
City-bound track
Note 1: Airborne noise levels estimated based on the levels presented in the EIS and the relative change in distance to the nearest
receivers as discussed in section 2.4 of the Noise and Vibration Impact Assessment (WSP | Parsons Brinckerhoff, 2015)
included as Appendix C.
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.
High Cross Park and Belmore Road receivers

As part of the proposed modification, the proposed light rail tracks would no longer cross the
Avoca Street/High Street intersection and the Randwick terminus would no longer be located
adjacent to High Cross Park. This would result in approximately seven properties which were
previously located directly adjacent to the terminus having significantly reduced noise and
vibration impacts.
Road traffic noise impacts

In addition to the consideration of potential changes to light rail noise and vibration impacts,
consideration of the potential noise impacts associated with the changes to the local traffic
network resulting from the modification was undertaken. A summary of this assessment is
provided below. Additional detail regarding the road traffic noise assessment undertaken
is provided in Chapter 3 of the Noise and Vibration Impact Assessment (WSP | Parsons
Brinckerhoff, 2015).
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.
Table 5.7 Road category and associated assessment criteria

Road Category Assessment criteria (dBA)
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
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
 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
 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
Ambient noise monitoring
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.
Road noise impact assessment
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.
Table 5.8 Road traffic noise assessment results
Receiver Predicted noise levels (day) dBA

Road typical Criteria 1
Measured noise levels dBA 2
Approved Proposed
setback Project modification
Wansey Road LAeq,15 hour 60

(average day
15 metres time) LAeq,15hour 58 LAeq,15 hour 58 LAeq,15 hour 60
(collector
road)
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.
 Wansey Road is likely to be classed as a collector road/sub-arterial road as part of the

operation of the project (refer to Table 5.7), which would carry a less onerous day time
criterion of day time noise lzevel (LAeq,15hour) 60 dBA. Based on the noise monitoring results
identified for this road, the existing day time noise level (LAeq,15 hour) was measured to be
58 dBA, which was below the applicable day time criterion. The day time noise level
(LAeq,15 hour) associated with the proposed modification was predicted to be 60 dBA, which
meets the day time criterion.

 Further investigation of feasible and reasonable mitigation strategies should be considered

for properties along Arthur Street (entire length) and Clara Street due to exceedance of the
average 1 hour peak noise level (LAeq,1 hour) criterion for day time and a predicted relative
increase of greater than 2 dB.
 Any additional heavy vehicle traffic along the subject roads has the potential of causing
sleep disturbance if they occur during the night time hours.
Proposed access lane off Arthur Street
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.
Child care centre (24 Botany Street)
The NSW Road Noise Policy prescribes the following assessment criteria for child care centres:
 LAeq,1 hour 35 dBA in sleeping areas (internal noise)
 LAeq,1 hour 40 dBA in indoor play areas (internal noise)
 LAeq,1 hour 55 dBA at outdoor play areas (external noise)
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.
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.
5.7 Non-Indigenous and Aboriginal heritage impacts

This section outlines the potential Non-Indigenous and Aboriginal heritage impacts associated
with the proposed changes to the approved Project and provides a summary of the Aboriginal
and Historic (Non-Indigenous) Heritage Assessment which was prepared by Artefact Heritage
Consultants (Artefact, 2015), contained as Appendix D.
5.7.1 Existing heritage

The CSELR EIS (Transport for NSW, 2013) identified a total of 26 heritage listed within, or
immediately adjacent to, the approved Project corridor within the overall Randwick Precinct. The
CSELR EIS however noted that only eight of these items would have the potential to be directly
affected by the approved Project, with only three items located within the vicinity of the
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
Corana and Hygeia (211–215 Avoca Street, SHR State Yes

Randwick)
Semi-detached pair (17–19 Clara Street, RLEP 2012 Local Yes

Randwick)
Prince of Wales Hospital group (High Street, RLEP 2012 Local Yes
Randwick)
High Cross Reserve (Avoca Road, RLEP 2012 Local Yes

Cuthill Street, Belmore Road, 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.


Built heritage/landscape
The study area includes High Cross Park which is listed on the Randwick local environmental
plan (LEP) 2012 (Randwick LEP 2012). High Cross Park has been assessed to be of local
significance. The park contains the c.1922 War Memorial which is also of local significance as
well as trees listed on the Randwick Council Register of Significant Trees. The approved
location of the Randwick terminus stop involved substantial impacts to High Cross Park and
associated significant trees. This location was assessed as part of the approved Project to have
major adverse heritage impacts on the historic character of the park.
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.
High Street and Arthur Street
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
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.
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.
Views and vistas

The eastern portion of the study area is located within the High Cross Heritage Conservation
Area (Conservation Area C12). The original heritage impact assessment stated that the location
of the Randwick terminus for the project within the High Cross Park would transform the area
from a Victorian era park to a much reduced contemporary landscape, dominated by the
transport interchange.

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.

The original mitigation measures proposed for High Cross Park in the CSELR EIS were aimed
towards preserving the Victorian character and values of the heritage item. These mitigation
measures are still appropriate for the proposed modification with additional consideration
associated with the substation location:
 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 CSELR
EIS) would be implemented. These would include:
 archaeological excavation and archival recording of archaeological remains of WWII air

raid shelter that will be impacted
 investigate options for WWII air raid shelter interpretive signage following works
 archival recording of items within the park and significant trees
 an exclusion zone surrounding the significant elements of heritage significance within

the park
 any proposed impacts to the park area would avoid significant trees and the cenotaph area
 a photographic archival recording of the reserve would be undertaken prior to works

commencing.
5.8 Socio-economic impacts

The proposed modification is anticipated to result in some social benefits during the construction
period of the Project. These benefits would predominantly relate to the reduced impact that the
construction of the proposed modification would have on High Cross Park. The retention of this
park during the construction period would positively impact access to public spaces, leisure and
recreational areas which were to be removed as part of the approved Project. This was
previously identified as having a slight negative impact as part of the approved CSELR EIS
(Transport for NSW, 2013). As the park would be retained during construction, it would be
considered that the proposed modification would result in a neutral overall impact, rather than
negative.
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).

The modification is anticipated to result in an overall beneficial outcome during the operation of
the project. The relocation of the Randwick terminus stop would aid in the further development
of the Randwick Health and Education Specialised Centre by locating the stop closer to these
services, providing improved integration and a more convenient location with less road
crossings. The remaining social benefits and impacts identified as part of the approved Project
during operation are considered to be consistent with the proposed modification.
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.
5.10 Electromagnetic interference

Section 10.10 of the CSELR EIS (Transport for NSW 2013) identified that potential
electromagnetic interference (EMI) sources associate with the approved Project would include
750 volt overhead contact wires, buried cables and to a lesser extent, running rails. The LRVs
themselves were also identified as also a source of potential EMI.

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.
A preliminary survey of UNSW campus undertaken by Enotrac (2014) identified a set of

equipment potentially sensitive to external EMI. This included a magnetic resonance imaging
and nuclear magnetic resonance equipment, an electron microscope, single molecule
microscope and quantum computing Lab. Other equipment identified as having a potential to
be impacted included audio induction loop(s), a magneto-spectrometer, X-ray equipment and a
laser scanning microscope. Distances between the approved Project and the nearest room
containing sensitive equipment was estimated to be approximately 15 to 20 metres. Of
particular importance was equipment located within the Lowy Cancer Research Centre
immediately adjacent to the approved Project on High Street.
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.
5.11 Summary of environmental impacts

Table 5.10 provides a summary of the changes in environmental impact between the approved
Project and proposed modification.
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.

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
 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.
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.

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.
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.
6.1 Wansey Cottage

6.1.1 Approved Project
The approved Project identified that the light rail alignment and Wansey Road stop would have
an adverse impact on the setting of Wansey Cottage. Section 6.11.3 of the CSELR Project
Submissions Report (Transport for NSW, 2014a) noted that the approved Project passes within
approximately 0.5 metres of the north-eastern corner of Wansey Cottage due to the approved
location of the Wansey Road stop. The cycleway and associated boundary retaining wall are the
closest elements of the approved Project to Wansey Cottage. The cottage is identified as an
element of moderate heritage significance in the Randwick Racecourse Heritage Conservation
Area.
In order to reduce or avoid the impact on Wansey Cottage, an environmental management

measure was proposed to undertake further investigation of the design of the relocated
Wansey Road stop, with the aim of reducing or avoiding impacts on Wansey Cottage. This
measure was subsequently included within the approved Project MCoA, specifically MCoA B59
which stated that the project should be designed and constructed to avoid any direct impact to
the cottage or impact to the curtilage of the cottage.
6.1.2 Post approval design development

Since project approval, further development and refinement of the detailed construction
methodology has been undertaken. As part of this process, construction options were
considered with the aim of minimising impacts to Wansey Cottage in line with commitments in
MCoA B59. However, this process confirmed that there would be inadequate space to construct
the retaining wall structure at this location (to support the light rail tracks and cycleway) whilst
ensuring that the retaining wall is constructed in a safe manner and in such a way that it meets
specified safety in design and design life requirements (without the need for substantial re-
design, i.e. a different route for the CSELR to Randwick). As a result, alternatives were
considered for both the design and the construction of the light rail and cycleway in this location.
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:
 relocation of the approved retaining wall
 provision of a cantilevered cycle path
 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.
6.1.3 Potential heritage impacts

The proposed demolition of Wansey Cottage would result in the loss of a building which is
considered to have moderate heritage significance as part of the overall Royal Randwick
Racecourse site. Historically, the building represents the expansion of the racecourse in the
early twentieth century and the provision of staff accommodation by the Australian Jockey Club.
It currently makes some contribution to the significance of the broader Royal Randwick
Racecourse Heritage Conservation Area (HCA) and its demolition would result in a moderate
adverse heritage impact.
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.

In order to minimise potential impacts associated with the proposed demolition of
Wansey Cottage, a series of additional mitigation measures to those previously approved would
be implemented. These measures would include:
 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.
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;

xiv) vibration amenity;
xv) contingency plans to be implemented in the event of non-compliance and/or noise

complaints; and
xvi) monitoring measures to assess compliance against the construction noise and vibration
objectives, clearly indicating how often this monitoring would be conducted, the locations
where monitoring would take place, how the results of this monitoring would be recorded and
reported, and if any exceedances are detected how any non-compliance would be rectified.
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.
7.1 Ministers Conditions of Approval

The project, including all proposed modifications, would be undertaken in accordance with all
current MCoA as identified in the consolidated State Significant Infrastructure approval (SSI-
6042), granted on 4 June 2014 and subsequently modified in February, March and August
2015. A number of the existing MCoA are considered to be applicable to manage the potential
impacts identified associated with the proposed modification described in this report.
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
B5 Preparation of specific Construction Noise and No change required.

Vibration Impact Statement(s).
B16 Monitoring of construction vibration levels. No change required.
B17 Pre-operational vibration and electromagnetic No change required.

field monitoring.
B18 Preparation of a Vibration and Electro-Magnetic No change required.

Management Plan.
B24 Preparation of local access plans for individual No change required.

properties and accesses.
B25 Maintenance of access to all properties during No change required.

construction and operation.
B26 Preparation of a Network Management Plan to No change required.

address traffic capacity increases.
B27 MCoA requires consideration to the placement of No change required.

substations underground.
Modification specifically responds to existing
MCoA (B27(f)(ii)) by locating the substation in
High Cross Park underground.
B29 Preparation of a Parking Offsets and No change required.

Management Strategy to address parking
impacts.
B30 Maintenance of emergency vehicle access to No change required.

health facilities at all times.

Current
Relevance of MCoA to proposed modification Change required to existing MCoA?
MCoA
B32 Maintenance of parking alongside medical No change required.

facilities on Belmore Road.
B33 Preparation of a Pedestrian and Cyclist Network No change required.

and Facilities Strategy
B42 MCoA requires the design and implementation of No change required.

a revised taxi rank/ passenger drop off area.
Modification specifically responds to existing
MCoA by providing a revised taxi rank and
passenger drop off area at the entry to the
Prince of Wales Children’s Hospital.
B43 MCoA requires that the design of the project not No change required.
preclude future pedestrianisation of High Street.
B51 Preparation of an Urban Design and Landscape No change required.

Plan
B52 Preparation of a Revegetation Compensation No change required.

Package.
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).
B61 Archival recording of all heritage items No change required.
B85 Undertaking consultation with sensitive receivers No change required.

to minimise impacts to properties and businesses.
B89 Preparation of a Construction Environmental Amendment to existing MCoA (specifically B89(b))

Management Plan. required to correct an inconsistency with the
approval process for out-of-hours application that
is provided in condition B4 (refer to section 6.2).
C11 Preparation of an Operation Noise and Vibration No change required.

Management Plan
When the Operation Noise and Vibration
Management Plan is prepared it would include the
additional areas identified to be potentially
impacted by relative increase of road traffic noise
of greater than 2 dB as a result of the proposed
modification.
C12 Preparation of an Operational Noise and Vibration No change required.

Review
C13 Operational noise and vibration compliance No change required.

monitoring.
C15 Preparation of an Operational Traffic, Transport No change required.

and Access Performance Review.
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.
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.
Table 7.2 Changes to environmental management measures

ID Environmental management measure – detailed design and pre- Impact to management
Reference construction phase measures
Detailed design
Traffic and transport
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.
Visual and landscape
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.
Non-indigenous and Aboriginal heritage
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


 archival recording of items within the park and significant trees

 provision of an exclusion zone surrounding the significant elements of
heritage significance within the park
 any proposed impacts to the park area would avoid significant trees and
the cenotaph area
 a photographic archival recording of the reserve would be undertaken
prior to works commencing.
D.19 The Wansey Cottage would be included in the next phase of interpretation New management
planning for the project where feasible. Information on the former cottage measure
would be incorporated into the Wansey Road stop during detailed design.
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.
Property and land use
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
General environmental management measures
The following environmental management measures would be implemented Management measure to

for the High Cross Park construction compound: be amended
 The construction compound boundary would minimise impacts to
significant trees within High Cross Park that would not already be
impacted by the proposed permanent works (i.e. the Randwick stop the
High Cross Park substation). Exclusion fencing would be established
around the drip lines of each tree to be retained (and with the potential to
O.16 be adversely affected) to minimise the risk of impact to the viability of the
trees. Where impact to the drip line area cannot be avoided (due to space
constraints), opportunities to raise construction facilities (e.g.
demountable) above the ground level would be investigated so as to
avoid impacting on underlying tree roots, in accordance with Australian
Standard AS 4970.
 Where possible, the construction compound at High Cross Park would be
constrained to the northern portion of the park to maintain access to
public open space and the war memorial.
 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.
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.
Non-indigenous and Aboriginal heritage
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:


 An indented bus bay for westbound buses on High Street would be

introduced adjacent to the adult wing of the Prince of Wales Hospital.
 The westbound bus stop on High Street adjacent to the Children’s
Hospital emergency entrance would be relocated to Clara Street, with
access to the hospital via a signalised intersection.
 An indented bus bay for westbound buses would be provided on High
Street between Botany Street and Wansey Road (within the UNSW site).
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).
Section 115ZI of the EP&A Act states as follows:
(1) In this section:

Minister’s approval means an approval to carry out State significant infrastructure under this
Part, and includes an approval granted on the determination of a staged infrastructure
application.
modification of an approval means changing the terms of the approval, including revoking or
varying a condition of the approval or imposing an additional condition on the approval.
(2) The proponent may request the Minister to modify the Minister’s approval for State significant
infrastructure. The Minister’s approval for a modification is not required if the infrastructure as
modified will be consistent with the existing approval under this Part.
(3) The request for the Minister’s approval is to be lodged with the Director-General. The Director-
General may notify the proponent of environmental assessment requirements with respect to the
proposed modification that the proponent must comply with before the matter will be considered
by the Minister.
(4) The Minister may modify the approval (with or without conditions) or disapprove of the
modification.
8.2 Consultation with the Department of Planning and

Environment
Transport for NSW has been consulting with DP&E regarding the proposed modification during
preparation of this report. This modification report has been prepared to assist the Minister for
Planning in assessing and determining the potential impacts of the proposed modification.
Further discussion regarding consultation undertaken regarding the proposed modification has
previously been provided in Chapter 4 of this report.

9. Conclusion
This report has been prepared to support an application by Transport for NSW to modify the
existing project approval for the CSELR Project and is intended to assist the Minister for
Planning in forming a view as to the merits of the proposed modification.
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
 benefits to electromagnetic interference impacts in comparison to the approved Project, in

particular with respect to potentially sensitive equipment associated with the UNSW.
Some potential negative environmental impacts have also been identified as occurring as a
result of the proposed design modification. These include:
 traffic and transport changes such as:
 modification to existing local traffic movements/network including removal of eastbound

traffic between Wansey Road and Botany Street and westbound traffic between
Avoca Street and Clara Street
 increased delays at some intersections within the Randwick precinct due to expected
local traffic movement changes
 revised property access to four properties along High Street
 removal of a net total of approximately 32 on-street parking spaces
 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

 noise and vibration impacts such as:
 additional operational 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 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.
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
Randwick City Council 2007, Register of Significant Trees
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

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CBD AND SOUTH EAST LIGHT RAIL PROJECT

STATE SIGNIFICANT INFRASTRUCTURE APPROVAL (SSI-6042)

Glossary and abbreviations vi

Executive summary vii

1.1 The CSELR Project 1

2. Description of the approved Project 5

2.1 Light rail alignment 5

3. Description of the proposed modification 9

4.1 Consultation undertaken to date 29

Transport for NSW i

4.4 Ongoing consultation 34

5.1 Assessment approach 35

6. Administrative changes to Minister’s Conditions of Approval 73

6.1 Wansey Cottage 73

7. Environmental management measures 77

7.1 Ministers Conditions of Approval 77

Transport for NSW iii

Table 1.1 Summary of approved modifications 3

Figure 1.1 Overview of the approved Project 2

Transport for NSW v

Glossary and abbreviations

CBD central business district

CSELR CBD and South East Light Rail

dB (decibel) unit of measurement for sound pressure level

dBA A-weighted decibels

DDA Disability Discrimination Act 1992

DECCW Department of Environment, Climate Change and Water

DP&E (NSW) Department of Planning and Environment

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

EMI electromagnetic interference

HAMU Heritage Archaeological Management Unit

HCA heritage conservation area

ICNG Interim Construction Noise Guideline

LRV light rail vehicle

NML noise management level

ONVR Operational Noise and Vibration Review

Randwick LEP 2012 Randwick Local Environmental Plan 2012

RBL rating background level

RNP Road Noise Policy

SHR State heritage register

SSI State Significant Infrastructure

UNSW University of NSW

Planning approvals process

Purpose of this report

 describe the changes to the existing project approval

 assess the environmental and community impacts of the modification.

 relocation and re-design of the Randwick terminus stop

 reconfiguration of the UNSW High Street stop arrangement

Transport for NSW vii

 changes to the local traffic network to accommodate the modification, including:

Administrative changes to Minister’s Conditions of Approval

Environmental benefits and impacts

 benefits to electromagnetic interference impacts in comparison to the approved Project, in particular

viii Parsons Brinckerhoff

 traffic and transport changes such as:

 modification to existing local traffic movements/network including removal of eastbound traffic

 revised property access to four properties along High Street

 removal of a net total of approximately 32 on-street parking spaces

 noise and vibration impacts such as:

Conclusions and next steps

1.1 The CSELR Project

 19 light rail stops