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Appendix AConcept approval

Appendix BCorrespondence with key stakeholders

Appendix CConcept drawings

NOT FOR CONSTRUCTION

Appendix DHeritage maps

Sydney Local Environmental Plan 2005, Central Sydney Heritage Map (Sheet 1).Schedule 8 Part 1 Heritage Items (buildings and sites).

South Sydney Local Environmental Plan 1998, Amendment 9, heritage items

Sydney Local Environmental Plan 2005, Central Sydney Heritage Map (Sheet 3).Schedule 8 Part 3 Archaeological/Townscape/Landscape items.

Appendix ESummary of the environmental risk analysis

Des

crip

tion

of ri

sk/ e

lem

ent

Pote

ntia

l im

pact

s an

d co

nseq

uenc

es

Indi

cativ

e m

anag

emen

t mea

sure

s

Con

stru

ctio

n

Geo

logy

/ geo

tech

nica

l

Po

or g

roun

d co

nditi

ons

Se

ttlem

ent

C

onta

min

atio

n an

d di

spos

al o

f co

ntam

inat

ion

G

eolo

gica

l fau

lts

Tu

nnel

col

laps

e le

adin

g to

inju

ry o

r dea

th to

co

nstru

ctio

n pe

rson

nel o

r mem

bers

of t

he g

ener

al

publ

ic

Tu

nnel

col

laps

e le

adin

g to

dam

age

to e

xist

ing

unde

rgro

und

or a

bove

-gro

und

infra

stru

ctur

e

D

elay

s to

the

cons

truct

ion

prog

ram

G

roun

d se

ttlem

ent,

settl

emen

t of a

djac

ent b

uild

ing

foun

datio

ns a

nd p

oten

tial c

rack

ing/

stru

ctur

al

dam

age

to b

uild

ing

stru

ctur

es

Ad

vers

e he

alth

impa

cts

asso

ciat

ed w

ith

cont

amin

atio

n

Ad

vers

e en

viro

nmen

tal i

mpa

cts

asso

ciat

ed w

ith

grou

nd c

onta

min

atio

n

D

isru

ptio

n to

bus

ines

ses

and

gene

ral p

ublic

am

enity

G

eote

chni

cal i

nves

tigat

ions

and

ana

lysi

s to

pro

vide

inpu

t to

desi

gns

Bu

ildin

g an

d tu

nnel

stru

ctur

al d

esig

n ba

sed

on in

terp

rete

d gr

ound

co

nditi

ons

and

know

n ar

eas

of ri

sk

D

ilapi

datio

n an

d ba

sem

ent s

urve

y of

bui

ldin

gs p

oten

tially

affe

cted

by

cons

truct

ion

C

onta

min

atio

n st

udie

s an

d m

anag

emen

t pla

ns to

be

deve

lope

d fo

r di

spos

al o

f con

tam

inat

ed s

poil

Al

ignm

ent d

esig

n to

avo

id d

eep

build

ing

base

men

ts a

nd o

ther

st

ruct

ures

at r

isk

due

to tu

nnel

ling

Se

lect

ion

of ro

ad h

eade

r and

tunn

el b

orin

g m

achi

ne s

elec

ted

to s

uit

likel

y gr

ound

con

ditio

ns

Es

tabl

ish

emer

genc

y re

spon

se a

nd e

vacu

atio

n pr

oced

ures

Hyd

roge

olog

y/ g

roun

dwat

er

G

roun

dwat

er c

hem

istry

, tre

atm

ent a

nd

disp

osal

G

roun

dwat

er e

xtra

ctio

n

Po

tent

ial a

cid

sulp

hate

soi

ls

C

onta

min

atio

n is

sues

from

pot

entia

l aci

d su

lpha

te

soils

C

onta

min

atio

n of

rece

ivin

g w

ater

s

D

raw

dow

n of

gro

undw

ater

tabl

e

Se

ttlem

ent o

f bui

ldin

g fo

unda

tions

Fl

oodi

ng le

adin

g to

inju

ry to

con

stru

ctio

n pe

rson

nel

or m

embe

rs o

f the

gen

eral

pub

lic

G

eote

chni

cal i

nves

tigat

ions

and

ana

lysi

s

Tu

nnel

stru

ctur

al d

esig

n ba

sed

on in

terp

rete

d gr

ound

con

ditio

ns a

nd

know

n ar

eas

of ri

sk

C

onta

min

atio

n st

udie

s an

d m

anag

emen

t pla

ns to

be

deve

lope

d to

de

al w

ith th

e tre

atm

ent a

nd d

ispo

sal o

f gro

undw

ater

Se

lect

ion

of T

BM a

nd o

ther

spe

cial

ist e

quip

men

t to

suit

likel

y gr

ound

co

nditi

ons

Te

mpo

rary

in-tu

nnel

dra

inag

e an

d pu

mp

syst

ems

Bu

ndin

g of

sur

face

faci

litie

s an

d st

ruct

ure

Si

mila

r gro

undw

ater

trea

tmen

t sys

tem

to b

e in

stal

led

as is

cur

rent

ly

oper

ated

at t

he C

ity N

orth

and

Cam

pbel

l Stre

et s

ubst

atio

ns

Es

tabl

ish

emer

genc

y re

spon

se a

nd e

vacu

atio

n pr

oced

ures

Eros

ion

and

sedi

men

tatio

n

Er

osio

n an

d se

dim

enta

tion

St

orm

wat

er ru

noff

and

disp

osal

Po

llutio

n of

wat

erw

ays

as a

resu

lt of

ero

sion

and

se

dim

enta

tion

Fi

nes

and/

or p

rose

cutio

n by

DEC

CW

und

er th

e PO

EO A

ct

Po

tent

ial u

nder

min

ing/

dam

age

to a

bove

grou

nd

stru

ctur

es

Lo

cal s

ite c

ontro

ls a

nd m

anag

emen

t pla

ns

M

aint

enan

ce o

f sed

imen

tatio

n an

d er

osio

n co

ntro

ls

Tr

eatm

ent o

f wat

er p

rior t

o di

spos

al, i

nclu

ding

col

lect

ion

and

anal

ysis

of

wat

er s

ampl

es d

urin

g co

nstru

ctio

n

Ecol

ogy

G

roun

dwat

er d

ispo

sal a

nd a

ffect

on

aqua

tic h

abita

t in

rece

ivin

g w

ater

s

Adve

rse

impa

cts

on a

quat

ic e

colo

gy

Tu

rbid

ity /

alga

e bl

oom

s in

rece

ivin

g w

ater

s

Tr

eatm

ent o

f wat

er p

rior t

o di

spos

al, i

nclu

ding

col

lect

ion

and

anal

ysis

of

wat

er s

ampl

es d

urin

g co

nstru

ctio

n.

Exis

ting/

pro

pose

d un

derg

roun

d as

sets

Tu

nnel

cle

aran

ces

and

unde

rmin

ing

of

exis

ting

tunn

els

and

othe

r und

ergr

ound

se

rvic

es

C

lear

ance

s an

d un

derm

inin

g of

exi

stin

g bu

ildin

g ba

sem

ents

O

ffsite

ser

vice

inte

rrupt

ions

Se

ttlem

ent a

nd s

truct

ural

dam

age

to e

xist

ing

or

prop

osed

tunn

els,

bui

ldin

gs o

r oth

er u

nder

grou

nd

serv

ices

C

olla

pse

of e

xist

ing

build

ings

and

oth

er s

truct

ures

St

ray

curre

nts

El

ectro

cutio

n

C

ompr

omis

e vi

abilit

y of

futu

re d

evel

opm

ent

G

eote

chni

cal i

nves

tigat

ions

and

ana

lysi

s

R

evie

w a

s-bu

ilt d

ata

and

surv

ey fr

om e

xist

ing

unde

rgro

und

stru

ctur

es

Tu

nnel

stru

ctur

al d

esig

n ba

sed

on in

terp

rete

d gr

ound

con

ditio

ns

D

ilapi

datio

n an

d ba

sem

ent s

urve

y of

bui

ldin

gs p

oten

tially

affe

cted

by

tunn

ellin

g w

orks

C

onsu

ltatio

n w

ith R

ail C

orp,

Tra

nspo

rt N

SW a

nd S

ydne

y W

ater

to

ensu

re a

dequ

ate

clea

ranc

e is

pro

vide

d

O

btai

n D

ial-b

efor

e-yo

u-di

g se

arch

es b

efor

e co

mm

enci

ng c

onst

ruct

ion

Al

ignm

ent d

esig

n to

avo

id d

eep

build

ing

base

men

ts a

nd o

ther

st

ruct

ures

at r

isk

as a

resu

lt of

tunn

ellin

g w

orks

Se

lect

ion

of T

BM a

nd o

ther

spe

cial

ist e

quip

men

t to

suit

likel

y gr

ound

co

nditi

ons

In

terfa

ce a

gree

men

ts a

nd c

reat

ion

of tu

nnel

eas

emen

ts

O

ngoi

ng c

onsu

ltatio

n w

ith s

take

hold

ers

Noi

se a

nd v

ibra

tion

/ reg

ener

ated

noi

se

S

urfa

ce c

onst

ruct

ion

activ

ity

G

roun

d vi

brat

ion

/ reg

ener

ated

noi

se

R

ock

brea

king

Tr

affic

/ co

nstru

ctio

n pl

ant

V

entil

atio

n pl

ant

S

truct

ural

dam

age

to b

uild

ings

Lo

ss o

f pub

lic a

men

ity

C

ompl

aint

s nu

isan

ce

S

leep

dis

turb

ance

W

orks

out

side

gen

eral

con

stru

ctio

n ho

urs

(lim

ited

to

defin

ed w

orks

and

wor

k pe

riods

)

S

urfa

ce w

orks

gen

eral

ly li

mite

d to

sta

ndar

d co

nstru

ctio

n ho

urs

Li

mite

d ho

urs

for r

ock-

brea

king

act

iviti

es

N

oise

atte

nuat

ion

mea

sure

s

M

easu

rem

ent o

f bac

kgro

und

leve

ls a

nd n

oise

mon

itorin

g du

ring

cons

truct

ion

wor

ks

C

omm

unity

con

sulta

tion

and

liais

on

In

vest

igat

e al

tern

ate/

mul

tiple

hau

lage

rout

es fo

r spo

il di

spos

al

S

elec

tion

of s

peci

alis

t equ

ipm

ent t

o su

it lik

ely

grou

nd c

ondi

tions

and

m

inim

ise

rege

nera

ted

nois

e

D

ilapi

datio

n an

d ba

sem

ent s

urve

y of

bui

ldin

gs p

oten

tially

affe

cted

by

build

ing

and

tunn

ellin

g w

orks

A

lignm

ent d

esig

n to

avo

id d

eep

build

ing

base

men

ts a

nd o

ther

st

ruct

ures

at r

isk

as a

resu

lt of

tunn

ellin

g w

orks

Settl

emen

t / p

rope

rty

impa

cts

W

ater

tabl

e dr

awdo

wn

S

ettle

men

t (gr

ound

, roa

ds a

nd b

uild

ings

)

D

elay

s to

the

cons

truct

ion

prog

ram

G

roun

d se

ttlem

ent,

settl

emen

t of b

uild

ing

foun

datio

ns a

nd p

oten

tial c

rack

ing/

stru

ctur

al

dam

age

to b

uild

ing

stru

ctur

e

D

isru

ptio

n to

bus

ines

ses

and

gene

ral p

ublic

am

enity

G

eote

chni

cal i

nves

tigat

ions

and

ana

lysi

s

Tu

nnel

stru

ctur

al d

esig

n ba

sed

on in

terp

rete

d gr

ound

con

ditio

ns a

nd

know

n ar

eas

of ri

sk

D

ilapi

datio

n an

d ba

sem

ent s

urve

y of

bui

ldin

gs p

oten

tially

affe

cted

by

tunn

ellin

g w

orks

A

lignm

ent d

esig

n to

avo

id d

eep

build

ing

base

men

ts a

nd o

ther

st

ruct

ure

at ri

sk a

s a

resu

lt of

tunn

ellin

g w

orks

S

elec

tion

of tu

nnel

bor

ing

mac

hine

and

oth

er s

peci

alis

t equ

ipm

ent t

o su

it lik

ely

grou

nd c

ondi

tions

Dus

t / a

ir qu

ality

Su

rface

wor

ks

Sh

aft a

nd tu

nnel

exc

avat

ion

Sp

oil s

tock

pile

s, h

andl

ing

and

trans

port

C

onst

ruct

ion

vent

ilatio

n

Bu

lk e

xcav

atio

n

Eq

uipm

ent e

xhau

sts

G

ener

al h

ealth

of t

he p

ublic

and

site

wor

kers

Ai

r pol

lutio

n

G

ener

al p

ublic

am

enity

and

com

fort

Br

each

of e

nviro

nmen

tal s

tand

ards

Pu

blic

com

plai

nts

En

viro

nmen

tal m

anag

emen

t pla

ns

D

ust s

uppr

essi

on m

easu

res

utilis

ed o

n si

te

C

over

ing

spoi

l sto

ckpi

les

and

truck

s le

avin

g th

e si

te

Fi

ltrat

ion/

scr

ubbe

rs fo

r ven

tilat

ion

plan

t

M

inim

ise

the

use

of p

ollu

tion

gene

ratin

g eq

uipm

ent a

nd m

ater

ials

du

ring

cons

truct

ion

R

egul

ar m

aint

enan

ce o

f veh

icle

s/ p

lant

use

d on

site

M

onito

ring

and

mea

sure

men

t of a

ir qu

ality

dur

ing

cons

truct

ion

wor

ks

M

anag

emen

t of a

sbes

tos

in a

ccor

danc

e w

ith W

orkC

over

gui

delin

es

and

Aust

ralia

n St

anda

rds

Li

cens

ed re

mov

al o

f asb

esto

s

Pe

rson

nel P

PE s

uch

as d

ust m

asks

, re-

brea

ther

s

Soci

al is

sues

Pu

blic

per

cept

ion

of ri

sks

asso

ciat

ed w

ith

exca

vatio

n an

d tu

nnel

ling

(ie tu

nnel

co

llaps

e, fa

talit

ies

etc)

Lo

ss o

f rep

utat

ion

In

crea

se in

com

plai

nts

on th

e pr

ojec

t

Po

or p

ublic

ity

C

omm

unity

con

sulta

tion

Pl

anni

ng /

info

rmat

ion

foru

ms

/ com

mun

ity in

form

atio

n pl

an

R

egul

ar p

roje

ct u

pdat

es

Traf

fic a

nd tr

ansp

ort

D

isru

ptio

n to

loca

l tra

ffic

due

to h

aula

ge

rout

es in

clud

ing

spoi

l dis

posa

l

R

oad

dila

pida

tion

Te

mpo

rary

/ pa

rtial

road

clo

sure

s

Lo

adin

g / u

nloa

ding

mat

eria

ls a

nd

equi

pmen

t

P

edes

trian

s an

d ot

her r

oad

user

s

P

arki

ng

Q

ueui

ng in

the

vici

nity

of c

onst

ruct

ion

site

s

D

isru

ptio

n to

spe

cial

eve

nts

E

mer

genc

y ev

acua

tion

N

oise

and

vib

ratio

n

A

ir qu

ality

and

pol

lutio

n

G

ener

al p

ublic

saf

ety

S

edim

ent t

rack

ing

onto

road

s

C

ompl

aint

s an

d ac

cess

rest

rictio

ns to

loca

l re

side

nts

and

busi

ness

es

Tr

affic

con

gest

ion

D

amag

e to

road

s

Lo

ss o

r dis

rupt

ion

of p

arki

ng

Im

pact

on

pede

stria

n sa

fety

/ ac

cess

In

jury

to c

onst

ruct

ion

pers

onne

l or m

embe

rs o

f the

ge

nera

l pub

lic

S

elec

tion

of a

ppro

pria

te h

aula

ge ro

utes

Tr

affic

ass

essm

ent a

nd h

eavy

veh

icle

rout

e an

alys

is

Tr

affic

man

agem

ent p

lans

dur

ing

cons

truct

ion

S

afet

y m

anag

emen

t pla

n an

d in

duct

ion

R

estri

ctio

ns o

n w

orki

ng h

ours

for l

oadi

ng /

unlo

adin

g of

mat

eria

ls

E

nviro

nmen

tal M

anag

emen

t Pla

ns d

ealin

g w

ith e

rosi

on a

nd

sedi

men

tatio

n; tr

uck

was

hes,

stre

et c

lean

ing

etc

D

ilapi

datio

n su

rvey

s al

ong

affe

cted

road

s/ha

ulag

e ro

utes

in th

e im

med

iate

vic

inity

of t

he s

ite

R

erou

ting

of b

uses

and

oth

er p

ublic

tran

spor

t if r

equi

red

C

onsu

ltatio

n w

ith R

TA, C

ity o

f Syd

ney,

Tra

nspo

rt N

SW

, and

Sta

te

Tran

sit

P

edes

trian

acc

ess

to b

e m

aint

aine

d ar

ound

con

stru

ctio

n si

tes

S

igna

ge in

and

aro

und

cons

truct

ion

site

s

Tu

nnel

ent

ry/e

gres

s pr

otoc

ols

(e.g

. tag

boa

rd)

Tu

nnel

saf

ety

indu

ctio

n

Tu

nnel

com

mun

icat

ion

syst

ems

E

stab

lish

emer

genc

y re

spon

se a

nd e

vacu

atio

n pr

oced

ures

Was

te m

anag

emen

t and

haz

ardo

us m

ater

ials

C

onta

min

atio

n (s

urfa

ce w

orks

)

In

appr

opria

te w

aste

dis

posa

l

H

azar

dous

mat

eria

ls a

ssoc

iate

d w

ith

refu

rbis

hmen

t of D

alle

y S

treet

H

ealth

and

saf

ety

of w

orke

rs a

nd th

e ge

nera

l pub

lic

E

nviro

nmen

tal h

arm

and

con

tam

inat

ion

as a

resu

lt of

was

te d

ispo

sal

H

azar

dous

mat

eria

ls a

ssoc

iate

d w

ith re

furb

ishm

ent,

caus

ing

dam

age

to th

e en

viro

nmen

t or h

ealth

of

empl

oyee

s

W

aste

man

agem

ent p

lan

to in

clud

e m

itiga

tion

mea

sure

s fo

r con

trol

and

stor

age

and

hand

ling

of h

azar

dous

mat

eria

ls

C

onta

min

atio

n as

sess

men

t

A

sses

smen

t of o

ptio

ns fo

r re-

use

and/

or re

cycl

ing

of s

poil

(incl

udin

g V

EN

M) a

nd o

ther

was

te m

ater

ials

Tr

eatm

ent a

nd is

olat

ion

of h

azar

dous

mat

eria

ls d

urin

g co

nstru

ctio

n ac

tiviti

es

M

anag

emen

t of w

aste

in a

ccor

danc

e w

ith D

EC

C W

aste

Cla

ssifi

catio

n G

uide

lines

(200

8)

A

sses

smen

t of s

ites

for d

ispo

sal o

f mat

eria

ls

E

stab

lish

emer

genc

y re

spon

se a

nd e

vacu

atio

n pr

oced

ures

Her

itage

and

arc

haeo

logy

D

amag

e to

her

itage

site

s po

tent

ially

af

fect

ed b

y w

orks

A

reas

of a

rcha

eolo

gica

l sig

nific

ance

B

urie

d or

unk

now

n he

ritag

e ite

ms

D

amag

e to

her

itage

bui

ldin

gs a

nd o

ther

ass

ets,

in

parti

cula

r pot

entia

l arc

haeo

logi

cal d

epos

its a

t Dal

ley

Stre

et

D

elay

to w

orks

Le

gal a

nd s

tatu

tory

issu

es

Lo

ss o

f rep

utat

ion

/ adv

erse

pub

licity

C

ultu

ral h

erita

ge a

nd a

rcha

eolo

gy a

sses

smen

t

V

ibra

tion

mon

itorin

g du

ring

cons

truct

ion,

if re

quire

d

D

ilapi

datio

n su

rvey

of h

erita

ge li

sted

bui

ldin

gs

D

evel

op p

roto

cols

for n

otifi

catio

n an

d tre

atm

ent o

f im

pact

s on

he

ritag

e lis

ted

stru

ctur

es d

urin

g co

nstru

ctio

n (e

g st

op w

ork

prov

isio

ns)

In

spec

tion

of th

e su

bsur

face

at D

alle

y S

treet

by

an a

rcha

eolo

gist

afte

r th

e ex

istin

g ro

ad s

urfa

ce h

as b

een

rem

oved

Visu

al a

men

ity

C

onst

ruct

ion

site

s

N

ight

wor

ks /

light

ing

C

ompl

aint

s

G

ener

al p

ublic

dis

turb

ance

and

per

cept

ion

P

oten

tial t

o de

lay

wor

ks

C

onsu

ltatio

n an

d pl

anni

ng

E

nviro

nmen

tal M

anag

emen

t Pla

ns

P

lace

men

t of h

oard

ings

Oth

er ri

sks

Se

curit

y

Fi

re/e

xplo

sion

/sm

oke

man

agem

ent

O

H&S

risk

s an

d m

anag

emen

t inc

ludi

ng

tool

s an

d eq

uipm

ent,

trips

and

fall,

dru

gs

and

alco

hol,

elec

trica

l haz

ards

, con

fined

sp

aced

and

wor

king

at h

eigh

ts

D

amag

e / v

anda

lism

to c

onst

ruct

ion

site

s an

d eq

uipm

ent

O

H&S

risk

s to

wor

kers

and

the

gene

ral p

ublic

In

jury

or d

eath

to c

onst

ruct

ion

pers

onne

l or

mem

bers

of t

he g

ener

al p

ublic

D

amag

e to

exi

stin

g un

derg

roun

d or

abo

ve g

roun

d in

frast

ruct

ure

Se

curit

y m

anag

emen

t pla

n to

be

deve

lope

d as

par

t of t

he C

EMP

to

rest

rict p

ublic

acc

ess

to w

orks

ites

Fi

re s

uppr

essi

on s

yste

ms

to b

e ut

ilised

thro

ugho

ut a

ll co

nsut

rctio

n si

tes

C

ontro

l of h

azar

dous

/flam

mab

le m

ater

ials

Es

tabl

ish

emer

genc

y re

spon

se a

nd e

vacu

atio

n pr

oced

ures

C

onst

ruct

ion

Safe

ty M

anag

emen

t Pla

ns

C

onst

ruct

ion

safe

ty in

duct

ions

H

azar

d an

d ris

k as

sess

men

ts

Sa

fe w

ork

met

hod

stat

emen

ts

Ope

ratin

g ris

ks

Stru

ctur

al in

tegr

ity /

settl

emen

t

Se

ttlem

ent

Tu

nnel

col

laps

e or

oth

er s

truct

ural

fa

ilure

s

In

jury

or d

eath

to m

aint

enan

ce w

orke

rs o

r the

ge

nera

l pub

lic

G

roun

d se

ttlem

ent,

settl

emen

t of b

uild

ing

foun

datio

ns a

nd p

oten

tial c

rack

ing/

stru

ctur

al

dam

age

to b

uild

ing

stru

ctur

es

D

amag

e to

ele

ctric

al a

sset

s w

ithin

the

tunn

el

D

isru

ptio

n to

bus

ines

ses

and

gene

ral p

ublic

am

enity

Tu

nnel

stru

ctur

al d

esig

n ba

sed

on in

terp

rete

d gr

ound

con

ditio

ns a

nd

likel

y pe

rman

ent g

roun

dwat

er a

nd e

arth

pre

ssur

e lo

ads

durin

g co

nstru

ctio

n

Tu

nnel

lini

ng to

be

desi

gned

to a

ccom

mod

ate

all i

n-se

rvic

e lo

ads

St

ruct

ural

insp

ectio

ns to

be

unde

rtake

n re

gula

rly th

roug

hout

the

oper

atio

n ph

ase

of th

e tu

nnel

Ope

ratio

n no

ise

impa

cts

N

oise

from

ven

tilat

ion

syst

ems

and

othe

r op

erat

ing

plan

t

Loss

of p

ublic

am

enity

C

ompl

aint

s

Sl

eep

and

gene

ral p

ublic

dis

turb

ance

N

oise

gen

erat

ing

oper

atio

nal p

lant

to b

e de

sign

ed w

ith a

cous

tic

encl

osur

es/d

ampe

rs, i

f and

whe

re re

quire

d

EMF

EM

F fro

m tr

ansm

issi

on c

able

s

Neg

ativ

e pu

blic

per

cept

ion

rega

rdin

g th

e ef

fect

s of

EM

F

Con

sulta

tion

Tr

ansm

issi

on c

able

s w

ould

be

loca

ted

in a

con

cret

e lin

ed tu

nnel

at a

de

pth

of 1

0 to

55

met

res

belo

w g

roun

d le

vel

Air

qual

ity a

nd v

entil

atio

n

D

ust a

nd o

ther

pol

luta

nts

from

ope

ratin

g ve

ntila

tion

plan

t and

tunn

el s

yste

ms

SF

6 di

scha

rges

from

sub

stat

ions

G

ener

al h

ealth

to th

e pu

blic

and

wor

kers

Ai

r pol

lutio

n

G

ener

al p

ublic

am

enity

and

com

fort

Br

each

of e

nviro

nmen

tal s

tand

ards

W

orks

ite a

esth

etic

s

Pu

blic

com

plai

nts

D

esig

n of

filtr

atio

n sy

stem

s, w

here

requ

ired,

for o

pera

ting

vent

ilatio

n sy

stem

s

D

esig

n lo

catio

ns o

f ven

tilat

ion

outle

ts to

min

imis

e ex

posu

re o

f nea

rby

resi

dent

s an

d bu

sine

sses

. Out

lets

to b

e lo

cate

d aw

ay fr

om li

kely

or

sens

itive

rece

iver

s

D

esig

n of

con

tain

men

t sys

tem

s an

d m

onito

ring

of S

F6 o

pera

ting

syst

ems

M

inim

ise/

excl

ude

the

use

of p

ollu

ting

gene

ratin

g eq

uipm

ent a

nd

mat

eria

ls d

urin

g m

aint

enan

ce a

nd o

pera

ting

task

s

Traf

fic m

anag

emen

t dur

ing

oper

atio

n

D

isru

ptio

n to

loca

l tra

ffic

M

ater

ial /

equ

ipm

ent d

eliv

erie

s

N

oise

Ai

r qua

lity

and

pollu

tion

G

ener

al p

ublic

saf

ety

Tr

affic

con

trol p

lans

to b

e de

velo

ped

in c

onsu

ltatio

n w

ith th

e ap

prop

riate

road

aut

horit

y (R

TA o

r City

of S

ydne

y C

ounc

il) if

te

mpo

rary

road

clo

sure

s ar

e re

quire

d du

ring

deliv

ery

of m

ajor

eq

uipm

ent o

r mai

nten

ance

task

s

Gro

undw

ater

man

agem

ent a

nd s

torm

wat

er

G

roun

dwat

er c

hem

istry

, tre

atm

ent a

nd

disp

osal

Pol

lutio

n / c

onta

min

atio

n of

wat

erw

ays

and

park

land

s

Des

ign

of p

erm

anen

t tun

nel l

inin

g to

min

imis

e w

ater

ingr

ess

D

esig

n an

d co

nstru

ctio

n of

per

man

ent w

ater

trea

tmen

t pla

nt to

trea

t gr

ound

wat

er b

efor

e di

spos

al

R

egul

ar m

aint

enan

ce o

f WTP

faci

litie

s

R

egul

ar d

ispo

sal o

f was

tes

(eg.

slu

dge)

gen

erat

ed fr

om w

ater

tre

atm

ent

R

egul

ar m

onito

ring,

test

ing

and

anal

ysis

of w

ater

sam

ples

dur

ing

oper

atio

n

Fire

/ ex

plos

ion

Tu

nnel

pla

nt a

nd e

quip

men

t

S

ubst

atio

n pl

ant a

nd e

quip

men

t

In

jury

to s

taff

and/

or g

ener

al p

ublic

D

amag

e to

ele

ctric

al in

frast

ruct

ure.

D

esig

n of

per

man

ent f

ire s

yste

ms

incl

uded

in tu

nnel

/sub

stat

ion

desi

gn

M

onito

ring

syst

ems

incl

uded

in tu

nnel

/sub

stat

ion

desi

gn

A

cces

s re

stric

tions

to tu

nnel

and

sub

stat

ion

faci

litie

s

M

inim

ise

/ pre

vent

the

use

of fi

re g

ener

atin

g m

ater

ials

dur

ing

oper

atio

n

E

mer

genc

y ev

acua

tion

and

resp

onse

pro

cedu

res

Cab

le /

subs

tatio

n se

curit

y

U

naut

horis

ed a

cces

s to

the

tunn

els

In

jury

to th

e ge

nera

l pub

lic

V

anda

lism

and

oth

er d

amag

e to

ele

ctric

al

infra

stru

ctur

e

D

esig

n of

tunn

el a

nd s

ubst

atio

ns to

incl

ude

secu

rity

mea

sure

s to

pr

even

t acc

ess

from

una

utho

rised

per

sonn

el

M

onito

ring

of tu

nnel

and

sub

stat

ion

entra

nces

O

pera

tiona

l sec

urity

man

agem

ent p

lans

to b

e de

velo

ped

Ope

ratio

nal s

afet

y ris

ks

S

afet

y of

ope

ratio

nal a

nd m

aint

enan

ce

staf

f

In

jury

to th

e op

erat

iona

l / m

aint

enan

ce s

taff.

Dev

elop

men

t of t

unne

l ope

ratin

g pr

otoc

ols

for a

cces

s an

d ag

gres

s

O

pera

tiona

l saf

ety

man

agem

ent p

lans

G

ener

al o

pera

ting

PP

E

E

mer

genc

y ev

acua

tion

proc

edur

es

Oth

er o

pera

ting

risks

W

aste

/ co

ntam

inat

ion

V

isua

l am

enity

and

land

scap

e

H

ealth

and

saf

ety

of w

orke

rs a

nd th

e ge

nera

l pub

lic

E

nviro

nmen

tal h

arm

and

con

tam

inat

ion

as a

resu

lt of

was

te d

ispo

sal

G

ener

al p

ublic

am

enity

and

com

plai

nts

O

pera

tiona

l was

te m

anag

emen

t pla

ns to

be

deve

lope

d, in

clud

ing

was

te d

ispo

sal p

roto

cols

U

rban

des

ign

of a

bove

-gro

und

stru

ctur

es to

take

into

acc

ount

gen

eral

pu

blic

and

vis

ual a

men

ity

C

onsi

der l

and-

use

optio

ns a

fter c

onst

ruct

ion

that

max

imis

e pu

blic

am

enity

and

use

Appendix FNoise and vibration assessment

REPORT NO. 09300BVERSION C

SYDNEY CITYGRID PROJECTSTAGE 2D

NOISE AND VIBRATION IMPACT ASSESSMENT

SYDNEY CITYGRID PROJECTSTAGE 2D

NOISE AND VIBRATION IMPACT ASSESSMENT

REPORT NO. 09300BVERSION C

AUGUST 2010

PREPARED FOR

GHD PTY LTDLEVEL 15, 133 CASTLEREAGH STREET

SYDNEY NSW 2000

Report No. 09300B Version C

TABLE OF CONTENTS

Page

1 INTRODUCTION 1

2 PROJECT DESCRIPTION 2

2.1 Tunnel Alignment 2

2.2 Timing and Duration of Construction 4

2.3 Traffic 5

3 AMBIENT NOISE LEVELS AND SURROUNDING RECEIVERS 6

4 PERFORMANCE CRITERIA 8

4.1 Construction Noise Criteria 8

4.2 Construction Vibration Criteria 10

4.3 Building Damage 11

4.4 Ground-borne Noise 12

4.5 Traffic Noise Criteria 13

5 NOISE SOURCE LEVELS 15

5.1 Riley Street Excavation and Tunnelling 155.1.1 Scenario A – Riley Street Site Establishment 155.1.2 Scenario B – Riley Street Shaft Excavation 155.1.3 Scenario C – Riley Street Tunnelling 15

5.2 Dalley Street, Yurong Street and Little Albion Street Works 16

5.3 Sound Levels from Plant and Equipment 16

6 CONSTRUCTION NOISE ASSESSMENT 19

7 CONSTRUCTION VIBRATION ASSESSMENT 25

7.1 Excavation Vibration 25

7.2 Tunnelling Vibration 27

8 REGENERATED NOISE ASSESSMENT 28

8.1 Road Header Tunnelling 28

8.2 Tunnel Boring Machine Operation 29

9 CONSTRUCTION NOISE AND VIBRATION MANAGEMENT MEASURES 32

9.1 Noise Mitigation Measures 32

9.2 Community Liaison & General Approaches to Mitigation 33

9.3 Noise and Vibration Management Plan 33

Report No. 09300B Version C

10 CONSTRUCTION TRAFFIC 34

10.1 Vehicle Numbers 34

10.2 Vehicle Routes 3410.2.1 Riley Street Construction Compound 3510.2.2 Dalley Street 35

10.3 Noise Assessment 36

11 SUMMARY OF RECOMMENDATIONS 37

11.1 Noise Criteria 37

11.2 Vibration Criteria 37

11.3 Construction Noise and Vibration 38

12 CONCLUSION 39

APPENDIX A – Glossary of Terms

APPENDIX B – Noise Measurement Results

Report No. 09300B Version C Page 1

1 INTRODUCTION

Wilkinson Murray (Sydney) Pty Limited has been engaged by GHD Pty Ltd to conduct a noiseand vibration impact assessment in relation to construction works associated with Stage 2D ofthe Sydney CityGrid Project.

Stage 2D is described in Chapter 6 of the project Environmental Assessment prepared by GHDand involves the following works:

construction of the 3.2 km City East Cable Tunnel (CECT) between a site on the corner ofAlbion Street and Riley Street, Surry Hills, and the City North Zone Substation at northernend of the CBD, with connections to the proposed City East and existing Dalley Street ZoneSubstations;

extension of the existing City South Cable Tunnel (CSCT) over a length of approximately150 m; between the existing Surry Hills shaft at Wade Place, Surry Hills, and the siteproposed for the Riley Street sub-transmission switching station (STSS) at the corner ofAlbion and Riley Streets, Surry Hills;

a shaft in Little Albion Street to facilitate connection of two 33kV feeders from Surry HillsSTS into the CSCT extension;

a shaft in the Domain to facilitate exit of two 33kV feeders from the CECT (Domain Shaft)to connect to the local network; and

refurbishment of the existing Dalley Street Zone Substation.

This report describes the assessment and management of noise and vibration associated withStage 2D. A previous assessment of Stage 2A(i) which includes preparatory works the City EastZone Substation at 33 Bligh Street, Sydney has been conducted by Wilkinson Murray P/L and isdescribed in Report 09300 Ver D.


2 PROJECT DESCRIPTION

2.1 Tunnel Alignment

The CECT would be constructed between the proposed Riley Street STSS and the City NorthZone Substation, with connections to the proposed City East and existing Dalley Street zonesubstations.

The tunnel would be about 3.2km long, approximately 4 metres in external diameter, and havedepths ranging from about 10m – 55m below ground level. It would be constructed using aTunnel Boring Machine (TBM) and would be located beneath existing road alignments, parklandand private residential and commercial properties.

The horizontal alignment was developed based on the need to connect the proposed RileyStreet STSS and the City North Zone Substation via the proposed new City East and existingDalley Street zone substations.

The proposed alignment of the CECT is illustrated in Figure 2-1. It:

commences at the site on the corner or Albion and Riley Streets, which is the proposed sitefor the Riley Street STSS, and proceeds in a northerly direction beneath Riley Street,Yurong Street, and private properties until it reaches The Domain;

passes under The Domain to the east of St Marys Catholic Cathedral and west of the NSWArt Gallery, and directly beneath the Mitchell Library; and

continues beneath Bent Street, crosses beneath private property and terminates beneathSussex Street adjacent to the City North Zone Substation.

In addition, the existing CSCT would be extended to connect the Surry Hills STS shaft at WadePlace, Surry Hills, and the site proposed for the Riley Street STSS. The CSCT extension wouldinvolve a 150m long section of stub tunnel constructed by a roadheader generally beneath LittleAlbion Street. Other interface works, including a shaft and surface works associated with 33 kVconnections to the CECT would also be required in and around Little Albion Street.

The CECT project would also include:

a tunnel control room to house tunnel ventilation and other control equipment, and serveas an emergency access point. The main tunnel control room would be located at theexisting Campbell Street Zone facility;

shaft and stub tunnel connections between the CECT and the new City East ZoneSubstation and the existing Dalley Street Zone Substation;

tunnel to ground level connections (bores or small shafts) in the vicinity of the Little AlbionStreet (Surry Hills) and Yurong Parkway (Domain) to facilitate 33 kV feedersentering/leaving the tunnel at these locations; and

other ancillary works at various locations along the tunnel route.

The existing Dalley Street Zone Substation would be refurbished to allow connection of feedersfrom the proposed City East Zone Substation.

A separate application for Project Approval for Stage 2A(i) of the City East Zone Substation hasbeen submitted and this will include construction of the stub tunnel that connects the CECT to


the proposed City East Zone Substation in Bligh Street, Sydney. Fit out, commissioning andoperation of this stub tunnel connection forms part of Stage 2D.

The Riley Street STSS itself forms Stage 2C of the Sydney CityGrid Project, and a separateapplication would be submitted for project approval for this infrastructure.

Figure 2-1 Horizontal alignment of the CECT


2.2 Timing and Duration of Construction

EnergyAustralia proposes that construction would generally be carried out during the followinghours:

Monday to Friday 7.00am to 7.00pm;Saturdays 7.00am to 5.00pm; andNo work on Sundays or Public Holidays.

Noise intensive activities such as rock breaking would be undertaken during the followinghours:

Monday to Saturday 7.00am to 12.00pm;Monday to Friday 2.00pm to 5.00pm; andAt no time on Sundays or Public Holidays.

The below ground elements of the tunnels would be constructed 24 hours per day. However,associated surface works such as loading spoil into trucks would be limited to the standardconstruction hours. Other activities that may occur outside standard construction hours include,but may not be limited to, oversize truck movements and deliveries of certain plant andequipment on an occasional basis. Works may also be undertaken outside these hours in theevent of a direction from police or other relevant authority for safety reasons, or emergencywork to avoid the loss of lives, property and/or to prevent environmental harm.

Tunnel construction is expected to commence in February 2011 and be completed around June2014 in the following sequence:

Stage 1: Excavation of shaft at Riley StreetStage 2: Construction of CSCT extensionStage 3 Construction of CECT

Compounds would be present at the shaft locations at Little Albion and Yurong Streets forabout 1 – 2 months, and about 6 months at Dalley Street. The compounds would provideaccess to subsurface works associated with construction of the shafts, including installation oflining, fitout, and construction of a stub connection to the CECT in the case of the Dalley Streetshaft. The compounds would be surrounded by hoardings and works would be limited tostandard construction hours.

Table 2-1 shows the estimated duration of the construction works.

Compounds would be present at the shaft locations at Little Albion and Yurong Streets forabout 1 – 2 months, and about 6 months at Dalley Street. The compounds would provideaccess to subsurface works associated with construction of the shafts, including installation oflining, fitout, and construction of a stub connection to the CECT in the case of the Dalley Streetshaft. The compounds would be surrounded by hoardings and works would be limited tostandard construction hours.


Table 2-1 Duration of Construction

Stage 1

Site Establishment

Excavation of shaft at Riley Street

3 months

2 months

Stage 2

Construction of CSCT

- excavation of tunnel

- Fit-out

- Interface works

June 2011 – May 2012

3 months

9 months

6 months

Stage 3

Construction of CECT


- excavation of shafts and stub tunnel

connections

- fit-out

- commissioning

Sept 2011 – June 2014

18 months

6 months

7 months

2 months

2.3 Traffic

The construction of Stage 2D of the Sydney City Grid Project would generate traffic movements.The majority of the heavy vehicle movements would be from spoil haulage associated withoperation of the Riley Street construction compound.


3 AMBIENT NOISE LEVELS AND SURROUNDING RECEIVERS

Long-term ambient noise levels were monitored at three residential locations surrounding theRiley Street site, selected to cover the range of environments in the potentially-affected area.The locations are presented in Table 3-1. The noise logger locations are shown in Figure 3-1.

Table 3-1 Long-Term Noise Monitoring Locations

Monitoring Site Address Relevant Noises noted on Site Visits

A 92 Anne Street Local traffic and general city noise

B 279 Riley Street Local traffic and general city noise

C 137 Albion Street Local traffic and general city noise

Figure 3-1 Noise Monitoring Locations

NoiseLogger A

NoiseLogger C

NoiseLogger B

N

Riley StreetShaft Site


Noise monitoring was conducted between Tuesday, 27 April and Monday, 3 May 2010. Thenoise monitoring equipment used for these measurements consisted of ARL Type EL-215environmental noise loggers set to A-weighted, fast response, continuously monitoring over15-minute sampling periods. This equipment is capable of remotely monitoring and storingnoise level descriptors for later detailed analysis. The equipment calibration was checkedbefore and after the survey and no significant drift was noted.

The logger determines LA1, LA10, LA90 and LAeq levels of the ambient noise. LA1, LA10 and LA90 arethe levels exceeded for 1%, 10% and 90% of the sample time respectively (see Appendix A fordefinitions). The LA1 is indicative of maximum noise levels due to individual noise events suchas the occasional pass-by of a heavy vehicle. The LA90 level is normally taken as thebackground noise level during the relevant period.

Detailed results for each monitoring location are shown in graphical form in Appendix B. Thegraphs show measured values of LAeq, LA90, LA10 and LA1 for each 15-minute monitoring period.

Table 3-2 summarises the noise results, for daytime, evening and night time periods as definedin the DECCW’s Construction Noise Guidelines (CNG). Additionally, noise monitoring results forSaturday (7.00am-5.00pm) have been included as EnergyAustralia propose to operate outsidestandard CNG hours during that time. The summary values are:

LAeq (period) – the equivalent continuous LAeq noise level measured over the assessmentperiod; andRBL – Rating Background Level is a measure of typical background noise levels which isused in determining noise criteria.

Table 3-2 Summary of Measured Noise Levels

RBL (dBA) LAeq,period (dBA)Noise

Logging

Site

Daytime

7-6pm

Evening

6-10pm

Night Time

10pm-7am

Saturday

7am-5pm

Daytime

7-6pm

Evening

6-10pm

Night Time

10pm-7am

Saturday

7am-5pm

A 50 50 46 48 62 55 51 58

B 51 49 44 50 65 64 61 66

C 55 54 47 56 68 68 63 67

Background noise levels at all locations were free of the influence of extraneous noise sourcessuch as plant or construction activities.

Long-term noise monitoring has not been conducted at the Dalley Street and Yurong Parkwaysites. However, an indicative daytime RBL noise level of 60dBA has been established forassessment purposes. This level is based on experience of noise in similar areas of the city.

In the case of Little Albion Street, the noise levels from the Albion Street noise logger (site C)have been used as the two sites are close and face the same roadway.


4 PERFORMANCE CRITERIA

The following sections detail the applicable site specific construction noise and vibration criteriabased on the guidelines from DECCW, being:

Interim Construction Noise Guideline; and

Assessing Vibration: A Technical Guideline.

4.1 Construction Noise Criteria

DECCW released the “Interim Construction Noise Guideline” (CNG) in July 2009. The guidelineprovides noise goals that assist in assessing the impact of construction noise.

For residences, the basic daytime construction noise goal is that the LAeq,15min noise level shouldnot exceed the background noise by more than 10dBA. This is for standard hours: Monday toFriday 7.00am to 6.00pm, and Saturday 8.00am to 1.00pm. Outside the standard hours, thecriterion would be background + 5dBA. A more complete description of the guidelines is inTable 4-1.

In addition, the following construction noise management levels LAeq ,15 min are recommended forother receivers and areas.

Active recreation areas (such as parks): external LAeq ,15 min 65dBA

Industrial premises: external LAeq ,15 min 75dBA

Offices, retail outlets: external LAeq,15 min 70dBA

Based on the above, Table 4-2 presents the applicable noise management levels forconstruction activities.


Table 4-1 Construction Noise Goals at Residences using QuantitativeAssessment

Time of Day

Management

Level

LAeq,(15min)

How to Apply

Noise affected

RBL + 10dBA

The noise affected level represents the point above which there

may be some community reaction to noise.

Where the predicted or measured Lea,(15min) is greater than the

noise affected level, the proponent should apply all feasible and

reasonable work practices to minimise noise.

The proponent should also inform all potentially impacted

residents of the nature of works to be carried out, the expected

noise levels and duration, as well as contact details.

Recommended

Standard Hours:

Monday to Friday

7am to 6pm

Saturday

8am to 1pm

No work on Sundays or

Public Holidays Highly noise

affected

75dBA

The highly noise affected level represents the point above which

there may be strong community reaction to noise.

Where noise is above this level, the proponent should consider

very carefully if there is any other feasible and reasonable way to

reduce noise to below this level.

If no quieter work method is feasible and reasonable, and the

works proceed, the proponent should communicate with the

impacted residents by clearly explaining the duration and noise

level of the works, and by describing any respite periods that will

be provided.

Outside recommended

standard hours

Noise affected

RBL + 5 dB

A strong justification would typically be required for works outside the

recommended standard hours.

The proponent should apply all feasible and reasonable work

practices to meet the noise affected level.

Where all feasible and reasonable practices have been applied

and noise is more than 5dB(A) above the noise affected level, the

proponent should negotiate with the community.

For guidance on negotiating agreements see section 7.2.2.


Table 4-2 Site Specific Construction Noise Management Levels

Construction Noise Management Level,

LAeq - dBALocation

Day Evening NightSaturday

(extended)

Maximum

Construction

Noise Level,

LAeq - dBA

Anne Street / Crown Street 60 55 51 53 75

Riley Street 61 54 49 55 75

Albion Street / Little Albion

Street

65 59 5261 75

Commercial Properties

Dalley Street & Yurong

Street

70 75

4.2 Construction Vibration Criteria

Criteria for assessment of the effects of vibration on human comfort are set out in BritishStandard 6472-1992. Methods and criteria in that Standard are used to set “preferred” and“maximum” vibration levels in the document “Assessing Vibration: A Technical Guideline” (2006)produced by the NSW DECCW.

Acceptable values of human exposure to continuous vibration, such as that associated withunderground drilling, are dependent on the time of day and the activity taking place in theoccupied space (e.g. workshop, office, residence or a vibration-critical area). Guidance onpreferred values for continuous vibration is set out in Table 4-3.

Table 4-3 Criteria for Exposure to Continuous Vibration

Peak Particle Velocity

(mm/s)Place Time

Preferred Maximum

Critical working areas

(e.g. hospital operating theatres precision laboratories)Day or night time 0.14 0.28

Daytime 0.28 0.56Residences

Night time 0.20 0.40

Offices Day or night time 0.56 1.1

Workshops Day or night time 1.1 2.2

In the case of intermittent vibration, which is caused by plant such as rockbreakers, the criteriaare expressed as a Vibration Dose Value (VDV) which is presented in Table 4-4.


Table 4-4 Acceptable Vibration Dose Values for Intermittent Vibration (m/s1.75)

Daytime Night Time

Location Preferred

Value

Maximum

Value

Preferred

Value

Maximum

Value

Critical areas 0.10 0.20 0.10 0.20

Residences 0.20 0.40 0.13 0.26

Offices, schools, educational

institutions and places of worship0.40 0.80 0.40 0.80

Workshops 0.80 1.60 0.80 1.60

Calculation of VDV requires knowledge of the number of events in the relevant time period.

4.3 Building Damage

In terms of the most recent relevant vibration damage objectives, Australian Standard AS 2187:Part 2-2006 “Explosives - Storage and Use - Part 2: Use of Explosives” recommends thefrequency dependent guideline values and assessment methods given in BS 7385 Part 2-1993“Evaluation and measurement for vibration in buildings Part 2” as they “are applicable toAustralian conditions”.

The British Standard sets guide values for building vibration based on the lowest vibration levelsabove which damage has been credibly demonstrated. These levels are judged to give aminimum risk of vibration-induced damage, where minimal risk for a named effect is usuallytaken as a 95% probability of no effect.

The recommended limits (guide values) from BS7385 for transient vibration to ensure minimalrisk of cosmetic damage to residential and industrial buildings are presented numerically inTable 4-5.

Table 4-5 Transient Vibration Guide Values - Minimal Risk of Cosmetic Damage

Peak component particle velocity in frequency

range of predominant pulseType of Building

4 Hz to 15 Hz 15 Hz and above

Reinforced or framed structures

Industrial and heavy commercial buildings50mm/s at 4 Hz and above N/A

Unreinforced or light framed structures

Residential or light commercial type buildings

15mm/s at 4 Hz increasing to

20mm/s at 15 Hz

20mm/s at 15 Hz increasing to

50mm/s at 40 Hz and above

The standard states that the guide values in Table 4-5 relate predominantly to transientvibration which does not give rise to resonant responses in structures, and to low-rise buildings.


Note that rockbreaking /hammering and sheet piling activities are considered to have thepotential to cause dynamic loading in some structures (e.g. residences) and it may therefore beappropriate to reduce the transient values by 50%.

The British Standard goes on to state that “Some data suggests that the probability of damagetends towards zero at 12.5 mm/s peak component particle velocity”. In addition, a building ofhistorical value should not (unless it is structurally unsound) be assumed to be more sensitive.

Figure 4.1 Graph of Transient Vibration Guide Values for Cosmetic Damage

Line 1

Line 2

1

10

100

1 10 100

Frequency (Hz)

Vibr

atio

n Ve

loci

ty (m

m/s

)

Line 1 : Cosmetic Damage (5% Risk) - BS 7385 Industrial

Line 2 : Cosmetic Damage (5% Risk) - BS 7385 Residential

Line 3 : Continuous Vibration Cosmetic Damage (5% Risk) - BS 7385 Residential

Line 3

In addition to the British Standard, for the case of nearby heritage buildings, guidance forstructural damage is derived from the German Standard DIN 4150 -3 “Structural Vibration Part3 – Effects of Vibration on Structures. The following Table details these recommendations forheritage buildings.

Table 4-6 DIN 4150 recommend PPV vibration level for Heritage Buildings

Guideline Values for Velocity – mm/s

1-10 Hz 10 to 15 Hz 40 to 50 Hz

3 3 to 8 8-10

4.4 Ground-borne Noise

Ground-borne noise refers to noise produced by vibration of floor slabs and other buildingelements, which radiates noise into the interior of a building. The Interim NSW ConstructionNoise Guideline addresses ground-borne noise as follows.

Ground-borne noise is noise generated by vibration transmitted through the ground into astructure. Ground-borne noise caused, for example by underground works such as tunnelling,


can be more noticeable than airborne noise. The following ground-borne noise levels forresidences indicate when management actions should be implemented. These levels recognisethe temporary nature of construction and are only applicable when ground-borne noise levelsare higher than airborne noise levels. The ground-borne noise levels are for evening andnight time periods only, as the objectives are to protect the amenity and sleep of people whenthey are at home.

Evening (6.00pm to 10.00pm) Internal: LAeq (15 min) 40dBA

Night time (10.00pm to 7.00am) Internal: LAeq (15 min) 35dBA

The internal noise levels are to be assessed at the centre of the most-affected habitable room.For a limited number of discrete, ongoing ground-borne noise events, such as drilling orrock-hammering, LA (max) using a slow response on the sound level meter may be better thanLAeq (15 min) in describing the noise impacts.

4.5 Traffic Noise Criteria

The DECCW’s Environmental Criteria for Road Traffic Noise (ECRTN) presents the NSWGovernment’s guidelines for road traffic noise criteria. The policy document provides roadtraffic noise criteria for proposed roads or residential land use developments as well as criteriafor other sensitive land uses.

Table 4-7 presents the relevant noise criteria for this project, extracted from the ECRTNdocument.

Table 4-7 Traffic Noise Criteria Extracted from the NSW ECRTN

Criteria

Type of DevelopmentDay

(7am-10pm)

dB(A)

Night

(10pm-7am)

dB(A)

Where Criteria

are Already Exceeded

Land use development

with the potential to

create additional traffic

on existing freeways

and arterial roads

LAeq(15hour)

60dBA

LAeq(9hour)

55dBA




on collector road

LAeq(1hour)

60dBA

LAeq(1hour)

55dBA




on local roads

LAeq(1hour)

55dBA

LAeq(1hour)

50dBA

Where feasible and reasonable, existing noise

levels should be reduced to meet the noise

criteria via judicious design and construction

of the development. Locations, internal

layouts, building materials and construction

should be chosen so as to minimise noise

impacts.

In all cases, traffic arising from the

development should not lead to an increase in

existing noise levels of more than 2dB.


Accordingly, all residences potentially affected by traffic noise will be assessed with respect tothe above criteria.

It should be noted that existing traffic noise in relevant areas already exceeds the “base” noisecriteria in Table 4-7. As any increase in traffic volumes associated with this project would betemporary in nature, the 2dBA allowance goal applies for all roads.


5 NOISE SOURCE LEVELS

Noise sources that are likely to be associated with the site excavation and construction of Stage2D of the project are identified in the following sections.

5.1 Riley Street Excavation and Tunnelling

In order to assess the potential noise and vibration impacts during construction, a number ofscenarios and typical equipment has been developed. These are summarised in Tables 5-1, 5-2and 5-3.

5.1.1 Scenario A – Riley Street Site Establishment

This scenario consists of initial site establishment works. The main noise-producingconstruction equipment likely to operate in this scenario are presented in Table 5-1.

Table 5-1 Construction Noise Scenario A Operations

Equipment Likely to Operate Simultaneously Assumed Operation in any 15 minute Period

Front End Loader (1 location)

Mobile Crane (2 locations)

Power Tools (2 locations)

Dump Truck (2 locations)

10 minutes

10 minutes

5 minutes

5 minutes

5.1.2 Scenario B – Riley Street Shaft Excavation

This scenario consists of shaft excavation. The main noise-producing construction equipmentlikely to operate in this scenario are presented in Table 5-2.

Table 5-2 Construction Noise Scenario B Operations


2 x Rockbreaker (2 locations)

Crane (1 location)

Compressor (1 locations)

Dump Truck (2 locations)

10 minutes

10 minutes

15 minutes

5 minutes

5.1.3 Scenario C – Riley Street Tunnelling

This scenario consists of tunnelling. The main noise-producing construction equipment likely tooperate in this scenario are presented in Table 5-3.


Table 5-3 Construction Noise Scenario C Operations


Gantry Crane, (1 location)

Front End Loader, (1 location)

Exhaust Fan and Dust Collector (1 location)

Conveyor (1 location)

Dump Truck (1 location)

5 minutes

5 minutes

15 minutes

15 minutes

5 minutes

5.2 Dalley Street, Yurong Street and Little Albion Street Works

Worst-case construction works at these sites can be considered to be equivalent to Scenario Bfor the Riley Street works.

5.3 Sound Levels from Plant and Equipment

Typical noise levels of the plant likely to be used during excavation and tunnelling are identifiedin Table 5-4. These sound power levels (SWL) have recently been measured at other similarconstruction sites. The table gives both Sound Power Level (SWL) and Sound Pressure Levels(SPL) at 7m for the equipment. SWL is independent of measurement position. (Refer toAppendix A for further explanations.)

The piling rig to be used for the shafts at Dalley Street, Little Albion Street and Yurong Parkwaywill be an auger type rather than an impact driling rig. The unit would be similar to a SoilmecR930 piling rig (Figure 5-1).

Airborne noise from a roadheader or Tunnel Boring Machine (TBM) is not acoustically significantas any noise associated with this equipment is contained by the tunnel walls. It is the ancillaryequipment, including the exhaust fan and dust collector, which generate airborne noiseassociated with this construction activity.


Table 5-4 Typical Construction Plant Sound Levels - dBA

Plant Sound Power Level Sound Pressure Level at 7m

Excavator 107 82

Dump Trucks 112 87

Rock Breaker 122 97

Concrete Pump 112 87

Saws 116 91

Saw Cutter 115 90

Small Excavators 90 65

Concrete Trucks 109 84

Small Generators 95 71

Front End Loader 112 87

Compressor 100 75

Bobcat 103 78

Hand Tools 90 65

Jackhammer 105 80

Piling Rig 112 87

Excavator with Header 112 87

Bogie (Dump) Truck 112 87

Crane 110 85

Power Tools 115 90

Concrete Trucks 109 84

Small Generators 95 70

Exhaust Fan* and Dust

Collector105 80

Note: *Assumes a silencer on the fan


Figure 5-1 Piling Rig


6 CONSTRUCTION NOISE ASSESSMENT

This section considers likely airborne noise at surrounding commercial and residential receiversfor construction sites during excavation and tunnelling.

Tables 6-1 to 6-4 present predicted shaft excavation and tunnelling noise levels at residentialreceivers and commercial premises. Daytime, evening, night time and Saturday constructionnoise management criteria are also presented in Table 6-1 to gauge compliance whencompared to the predicted noise levels.

Site related noise emissions were modeled using the CONCAWE algorithms implemented in the“CadnaA” acoustic noise prediction software using ISO 9613 noise prediction algorithm. Factorsthat are addressed in the noise modelling are:

equipment sound level emissions and location;

screening effects from buildings;

receiver locations;

ground topography;

noise attenuation due to geometric spreading;

ground Absorption; and

atmospheric absorption.

Figure 6-1 shows calculated noise levels around the Riley Street site for the worst-caseexcavation scenario. Figure 6-2 shows calculated levels during daytime tunnelling activitieswhen an acoustic enclosure is placed over the shaft.

Table 6-1 to Table 6-4 provide calculated levels at the most-affected receiver location for theRiley Street, Dalley Street, Yurong Street and Little Albion Street sites respectively.

For excavation activities at Riley Street during normal construction hours, predicted noise levelsexceed the management level by up to 14dBA. During extended Saturday hours, the predictedexceedance is 21dBA. The loudest items of plant are rock breakers, which are the main causefor these predicted exceedances. Lower noise impact is expected when the large rockbreakersare not operating.

Noise control measures that can be adopted to reduce noise levels at surrounding receivers are:

provide localised noise barriers around rockbreakers;

use rocksaws and rippers where feasible;

use smaller rock breakers where feasible.

It is likely that a combination of the above measures will be required to ensure the acousticamenity of nearby properties is protected during this stage of the project.


Figure 6-1 Predicted Construction Noise from Riley St Shaft Excavation

Figure 6-2 Noise from Daytime Tunnelling

Report No. 09300 Version C Page 21

Table 6-1 Predicted Noise Levels at Receivers around Riley Street Construction Site

Predicted Day Evening Night Saturday (Extended)

Residential Location Noise

dBA

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Establishment

Anne Street 67 60 7 No 55 - N/A 51 - N/A 53 14 No

Riley Street 65 61 4 No 54 - N/A 49 - N/A 55 10 No

Albion Street67 65 2 No -

Marginal

59- N/A

52- N/A 61

7No

Crown Street 71 60 11 No 55 - N/A 51 - N/A 53 18 No

Excavation

Anne Street 71 60 11 No 55 - N/A 51 - N/A 53 18 No

Riley Street67 61 8

No54

- N/A49

- N/A 552 No -

Marginal

Albion Street 75 65 10 No 59 - N/A 52 - N/A 61 14 No

Crown Street 74 60 14 No 55 - N/A 51 - N/A 53 21 No

Tunneling

Anne Street 64 / 55* 60 4 No 55 0 Yes 51 4 No 53 11 No

Riley Street64 / 37* 61 3 No -

Marginal

54 0Yes

49 0Yes 55

9No

Albion Street 65 / 51* 65 0 Yes 59 0 Yes 52 0 Yes 61 4 No

Crown Street 59 / 39* 60 0 Yes 55 0 Yes 51 0 Yes 53 6 NoNote*: The only excavation that would occur at night would be related to tunnelling. Noise from tunnelling would be limited to operation of fans for the ventilation system and other plant and

equipment, such as cranes, trucks, etc would not be used at night time.


Table 6-2 Predicted Noise Levels at Receivers around Dalley Street Construction Site


Location Noise

dBA

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Excavation

10 Bridge Street 85 70 15 No - - - - - - 70 15 No

16-20 Bridge Street 78 70 8 No - - - - - - 70 8 No

Telstra Exchange 95 75 20 No - - - - - - 75 20 No

Table 6-3 Predicted Noise Levels at Receivers around Yurong Street Construction Site


Location Noise

dBA

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Excavation

Yurong Street 80 70 10 No - - - - - - 70 10 No

Domain Park 78 70 8 No - - - - - - 70 8 No


Table 6-4 Predicted Noise Levels at Receivers around Little Albion Street Construction Site


Location Noise

dBA

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Criteria

dBA

Exceedance

dBACompliance

Excavation

102-104 Albion Street 76 65 11 No - - - - - - 61 15 No

115 Albion Street 69 65 4 No - - - - - - 61 8 No

Sony Building 88 75 20 No - - - - - - 75 20 No

Park 78 65 13 No 65 13 No


As a noise control it is proposed that any noise intensive activities such as rock breaking wouldonly be undertaken during the following limited construction hours:

Monday to Saturday 7.00am to 12.00pm;

Monday to Friday 2.00pm to 5.00pm; and

at no time on Sundays or Public Holidays.

For tunnelling works, an acoustic enclosure is proposed to be installed over the Riley Streetshaft. A small exceedance is predicted at the most-affected location in Anne Street during thenight period, which is due to the ventilation fan. Therefore additional mitigation of this noisesource is likely to be required. This may consist of a higher performance silencer and hoardingaround the fan. The exact detail should be determined when equipment is known.

In the case of the Dalley, Yurong and Little Albion Streets sites, exceedances of noise objectivesare predicted at surrounding receivers and in the nearby parks. This is due to the closeproximity of the site to buildings.

In the case of Dalley Street it is noted that the largest exceedances are at the adjacent TelstraExchange Buildings which are not generally occupied. In the case of the commercial buildingsan exceedance of up to 15dBA is predicted at the rear facade of 10 Bridge Street. Installingbarriers around the site will not be effective at upper levels of the surrounding buildings due thehigh rise nature of the area although the use of hoarding barriers will be of acoustic benefit topedestrians passing the site. The relatively short period of drilling (four weeks) is the mainfactor mitigating the noise impact.

In the case of Yurong Street and Little Albion Street there is little noise reduction that can beachieved by the installation of barriers around the site as many surrounding receivers areelevated. Therefore consideration should be given to the selection of drilling equipment thatgenerates lower noise levels. This can be achieved by using equipment with noise suppressionequipment installed. Other measures that can be considered include restricting operations onSaturdays to provide relief to residents on weekends.


7 CONSTRUCTION VIBRATION ASSESSMENT

Construction, demolition and excavation activities have the potential to generate significantlevels of vibration. Rock breakers (Figure 7.1) involved in site excavation, roadheaders (Figure7.2) and TBMs conducting tunnelling activities under properties associated with the workswould generate the highest vibration levels compared to other activities.

The following sections detail the assessment of vibration from these sources, in terms of humancomfort and potential structural damage. Chapter 8 deals with levels of regenerated noise dueto the vibration.

7.1 Excavation Vibration

Table 7.1 sets out the typical Peak Particle Velocity (PPV) ground vibration levels at variousdistances from rock breakers operating in hard sandstone.

Table 7-1 Rock breaker PPV Vibration Levels (mm/s) versus Distance

PPV Vibration Level (mm/s) at given DistanceOperation

5 m 10 m 20 m 30 m 40 m 50 m

Heavy Rock Hammer (eg 1500kg) 4.5 1.3 0.4 0.2 0.15 0.02

Medium Rock Hammer (eg 600kg) 0.2 0.06 0.02 0.01 - -

The Riley Street shaft excavation will be conducted using rockbreakers. The nearestsurrounding properties are in the order of 40 metres, being Riley Street residences. From Table7-1, PPV vibration levels from heavy (1500kg) and medium sized (600kg) rock breakers will bein the order 0.15mm/s and below 0.01mm/s at this distance.

At a PPV level of 0.15mm/sec, the Vibration Dose Value from a rockbreaker operating eighthours per day is less than 0.1mm/s1.75 compared with the preferred daytime value forresidences of 0.2mm/s1.75. Hence, vibration levels from this source are considered acceptablefrom the point of view of human comfort.

Structural damage vibration criteria in commercial and residential buildings are much higherthan human comfort criteria; therefore, compliance with the latter ensures that damagerequirements will be satisfied.


Figure 7-1 Hydraulic Rock Breaker

Figure 7-2 Roadheader


7.2 Tunnelling Vibration

Maximum PPV vibration levels at a distance of 10m are predicted to be in the order of 0.3mm/sat residences due to tunnelling by road header or TBM.

These levels of vibration lie between the preferred and maximum night time PPV levels of0.2mm/s and 0.4mm/s for continuous vibration. Given the limited duration of the vibrationexperienced at any one receiver, this level of “feelable” vibration is considered acceptable.

Structural damage vibration criteria are much higher than human comfort criteria, and thesewill be easily satisfied at residences and other surface structures.

Underground services and infrastructure that is in the proximity of the tunnel route is:

Busby’s Bore at a distance of 20 metres from the CSCT tunnel;

BOOS sewerage tunnel at a distance of 7.5 metres from the CSCT tunnel;

the Cross City Tunnel at a distance of 5.7 metres from the tunnel and 2.6 metres fromassociated rock bolts; and

rail tunnel at a distance of 20m for the Eastern Suburbs Rail and 32 metres for the CityCircle tunnels.

Based on previous vibration measurements of TBM’s in Sydney, a maximum PPV vibration levelof less than 1 mm/s can be expected at distances of 2.6 metres. This vibration level is wellbelow criterion levels for damage to structures; therefore, no adverse vibration impact isexpected at underground structures along the route.

In the case of rail tunnel, the vibration levels generated by trains in the tunnel will be muchhigher than the vibration associated with tunnel boring operations.

A small number of residences on Little Albion Street are located some 5-6 metres from thetunnel to be excavated by the roadheader. At this distance vibration levels in the order of 0.42mm/s are predicted. This vibration level is slightly above the maximum recommended nightvibration level. It is noted that some of these residences have basements which means thatvibration levels would be reduced by at higher levels.

This issue should be monitored during the construction stage as part of the EMP.


8 REGENERATED NOISE ASSESSMENT

Ground vibration generated by the operation of road headers and the TBM will be transmittedto nearby buildings, and may result in audible (regenerated) noise within the buildings. Astunnelling will occur in the evening and night-time periods, this noise must be assessed againstthe DECCW criteria as set out in Section 4.

8.1 Road Header Tunnelling

The tunnel from Surry Hills substation to the Riley Street site will be excavated by a roadheader similar to that illustrated in Figure 7-2. Road headers remove rock using a controlled“grinding” action that provides close control over the excavated profile of the tunnel roof andupper walls.

This type of machine can safely perform detailed excavations quite close to sensitive structuressuch as historic buildings, and generates relatively low levels of vibration (and regeneratednoise). Experience has shown that they can be used on a 24 hour basis in tunnels nearresidences with minimal disturbance to the occupants.

Wilkinson Murray has measured ground-borne noise levels from a road header similar to thatlikely to be used for the project. The results of the measurements are shown in Figure 8-1.These results were used to predict noise in basements of buildings near the part of the tunnelexcavated by road header.

Figure 8-1 Predicted Regenerated Noise from Roadheader

25

30

35

40

45

50

55

60

65

70

75

80

85

0 5 10 15 20 25 30 35 40 45 50 55 60

Slant Distance (m)

Rege

nera

ted

Nois

e Le

vel (

dBA,

Leq

)

Roadheader

Slant distances from the tunnel to buildings along the CSCT route have been provided byEnergyAustralia. A review of this information indicates the minimum distance from the crown of


the tunnel to the basement of commercial properties and residences is in the order of 10m.

As discussed in Chapter 6 of the Environmental Assessment, the CSCT extension is relativelyshallow due to the need to connect to the existing shaft at the Surry Hills substation and theoptimal grades at which roadheaders can operate. At distances of 10 m, a regenerated noiselevel in the order of up to 53dBA can be expected inside ground level properties. This levelexceeds the evening and night time regenerated noise criteria of 40 and 35 dBA respectively.

The area of affectation extends up to 35 m either side of the tunnel, beyond which compliancewith the 35dBA criterion is indicated. It is noted that tunnelling will progress at a rate ofapproximately 10m per day. As such, residences directly above the tunnel route may beaffected by regenerated noise in excess of the night-time criterion for up to 6 days .

A mixture of commercial and residential land uses are present along the section of Little AlbionStreet that is predicted to be affected by regenerated noise exceeding night-time goals. Themanagement measures in Section 9 would be implemented to minimise potential impacts onaffected receivers.

8.2 Tunnel Boring Machine Operation

A review of the cross section of the main CECT tunnel indicates the tunnel depth variesbetween approximately 10 - 55 m.

Wilkinson Murray has measured ground-borne noise levels from an 8m diameter TBM. It isassumed that the vibration energy transmitted to the rock face will be proportional on a logscale to the area of the cutting face. Hence the ground-borne noise levels from the 4 mdiameter TBM to be used on this project are predicted to be 6dB less than those of the 8mdiameter TBM. The results of the measurements are shown in Figure 8-4.

Slant distances from the tunnel to buildings along the CECT route have been provided byEnergyAustralia. A review of this information indicates the minimum distance from the crown ofthe tunnel to the basements of commercial properties and residences are in the order of 10 mnear the intersection of Yurong Street and William Street.

Based on the minimum distance of 10 m between the tunnel and structures, the regeneratednoise level due to vibration from the TBM is predicted to be up to 54dBA when tunnellingoccurs. However, this minimum distance applies only in a relatively short section of Riley Streetand Yurong Street. As discussed in Chapter 6 of the Environmental Assessment, the tunnel isshallower in this location due to the need to pass over the tunnels for the Cross City Motorway.Along the remainder of the alignment, the CECT will be at greater depths (generally over 20 m)and regenerated noise levels will be in the range 35 – 45 dBA (Figure 7-5).

The area of affectation extends up to 33m either side of the tunnel, beyond which compliancewith the 35dBA criterion is indicated. It is noted that tunnelling will progress at a rate ofapproximately 10 m per day. As such, potentially-affected properties along the CECT route thewill be affected by noise levels above the 35dBA night criterion for no more than 6 days.


Figure 8-4 Predicted Ground-borne Noise from TBM

20

25

30

35

40

45

50

55

60

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

Slant Distance (m)

Rege

nera

ted

Nois

e Le

vel (

dBA,

Leq

)

8 m Tunnel BoringMachine

4 m Tunnel BoringMachine

The management measures in Section 9 would be implemented to minimise potential impacts,and would involve a targeted community consultation program and implementation of a slidingscale of mitigation measures.

Report No 09300 Version C Page 31

Figure 8-5 Route Aerial showing Tunnelling Zone of Potential Regenerated NoiseAffectation


9 CONSTRUCTION NOISE AND VIBRATION MANAGEMENTMEASURES

Without mitigation, noise levels from some construction activities have been predicted toexceed the noise management levels nominated in the guidelines at surrounding receivers.Therefore, noise control measures have been recommended to ensure that noise is reducedwhere feasible and practicable.

9.1 Noise Mitigation Measures

A range of possible approaches to reducing the impact of construction noise is described below.It is proposed that these strategies be applied to areas of potential exceedances identified inthe preceding section.

Plant Noise Audit – Noise emission levels from all critical items of mobile plant andequipment would be checked for compliance with noise limits appropriate to those itemsprior to the equipment going into regular service. To this end, testing would be establishedwith the contractor.

Operator Instruction – Operators would be trained in order to raise their awareness ofpotential noise problems and to increase their use of techniques to minimise noiseemission.

Equipment Selection - All fixed plant at the work sites would be appropriately selected, andwhere necessary, fitted with silencers, acoustic enclosures and other noise attenuationmeasures in order to ensure that the total noise emission from each work site complies withDECCW guidelines.

Site Noise Planning - Where practical, the layout and positioning of noise-producing plantand activities on each work site would be optimised to minimise noise emission levels.

During detailed construction planning, consideration would be given to options that may beable to be implemented to reduce regenerated noise levels, such as reducing the cuttingrate of the tunnelling machine.

Rocksaws and rippers would be used in preference to rock breakers where feasible.

A noise barrier would be installed between the site and the street frontages of both shaftsites with minimum 17mm thick structural plywood. (The site would be surrounded byhoardings erected in accordance with the City of Sydney Guidelines.)

Lighter rock breakers would be used where feasible.

Noise intensive activities such as rock breaking would be undertaken during the followinghours: Monday to Saturday 7.00am to 12.00pm and Monday to Friday 2.00pm to 5.00pmproviding a respite period between 12.00pm and 2.00pm;

Initial trial noise monitoring would be conducted within residences when tunnellingcommences to confirm predicted regenerated noise levels.

Based on trial noise tests, the extent of impact along tunnelling route would be established.This would be used to determine requirements for temporary accommodation for residentsthat may be affected.


9.2 Community Liaison & General Approaches to Mitigation

An effective community relations programme would be put in place to keep the community thathas been identified as being potentially affected appraised of progress of the works, and toforewarn potentially affected groups (e.g. by letterbox drop, meetings with surroundingtenants, etc) of any anticipated changes in noise and vibration emissions prior to critical stagesof the works, and to explain complaint procedures and response mechanisms. This programmewill be included in EnergyAustralia’s Community Information Plan that has been specificallydeveloped for the Sydney CityGrid Project.

Part of the consultation program would involve developing a protocol that has a sliding scale ofresponse mechanisms that can be tailored to the circumstances of the affected receiver. Theseresponse mechanisms may include options such as:

monitoring;

investigating opportunities to alter work methods, such as reducing the tunnelling rate;and

possibly temporary relocation of highly affected residents.

Close liaison would be maintained between the communities overlooking work sites and theparties associated with the construction works to provide effective feedback in regard toperceived emissions. In this manner, equipment selections and work activities can becoordinated where necessary to minimise disturbance to neighbouring communities, and toensure prompt response to complaints, should they occur.

9.3 Noise and Vibration Management Plan

A Noise and Vibration Management Plan would be included in the Construction EnvironmentalManagement Plan for the project. The plan would be prepared during the project planningprocess, including components relating to noise and vibration. This plan would detail themitigation, monitoring and community liaison measures. The plan would be updated toincorporate any additional measures that emerge as the project design evolves and workmethodologies become better defined.

Areas that would be addressed in the plan include:

noise and vibration monitoring;

temporary relocation measures;

response to complaints;

responsibilities;

monitoring of noise emissions from plant items;

reporting and record keeping;

non compliance and corrective action; and

community consultation and complaint handling.


10 CONSTRUCTION TRAFFIC

10.1 Vehicle Numbers

The construction of Stage 2D of the Sydney CityGrid Project would generate additionalconstruction traffic movements. The majority of heavy vehicle movements would be from spoilhaulage from the Riley Street site. In addition, transport of equipment to the site would occurduring the all stages, particularly during shaft excavation tunnelling.

Heavy vehicle traffic would mainly be generated by activities associated with the removal ofspoil from tunnelling activities and other general construction waste for the various stages. Thenumber of heavy vehicles has been estimated based on the volume of spoil. The total expectedspoil generated from the project would be approximately 50,000 m3 (in situ) or 125,000tonnes.

Table 10-1 shows the expected number of vehicle movements at each location associated witheach construction activity. The majority of spoil would be generated during excavation of thetunnel.

Table 10-1 Indicative Additional Number of Vehicle Movements(combination of light vehicles and trucks)

Construction Activity Riley Street Dalley Street

Stage 116-24 vehicles per day

Stage 216-24 vehicles per day

Stage 3

16-24 vehicles per day

12-16 semi trailers delivering

precast concrete segments per

day

8-12 vehicles per day

(combination of light vehicles

and trucks)

Source: EnergyAustralia(Note: Movements for Dalley Street Construction compound were assumed due to limited information)

In summary, it is estimated that approximately 12 light vehicle movements per hour and 8heavy vehicle movements per hour occur during the peak hour for the Riley Street constructioncompound. For the Dalley Street site it is estimated that there would be 6 light vehiclemovements per hour and 4 heavy vehicle movements per hour during the peak hour.

10.2 Vehicle Routes

A Traffic Management Plan would be prepared as part of the Construction EnvironmentalManagement Plan to manage materials delivery and spoil disposal. Potential spoil disposal siteshave been identified and the final disposal site will be selected by the contractor. Haulageroutes to and from the site and the major road network would generally utilise designatedheavy vehicles routes where possible. The proposed routes for the site are outlined in thefollowing sections.


10.2.1 Riley Street Construction Compound

Departure routes:

To the South: Albion Street – Flinders Street – Eastern Distributor – Southern Cross Drive;

To the East: Albion Street – Flinders Street – Anzac Parade;

To/from the West: Riley Street – Oxford Street – Liverpool Street – Western Distributor;and

To the North: Oxford Street – Liverpool Street – Western Distributor – Cahill Expressway.

Arrival routes:

From the South: Southern Cross Drive – Eastern Distributor – Foveaux Street –Riley Street;

From the East: Anzac Parade / Moore Park Road – Foveaux Street – Riley Street;

From the West: Western Distributor – Harris Street - Goulburn Street – Riley Street; and

From the north: Cahill Expressway – Crown Street – Oxford Street – Riley Street.

10.2.2 Dalley Street

The potential truck routes for the Dalley Street site are outlined below

Departure routes:

To the South: Pitt Street – Bridge Street – Macquarie Street – Cahill Expressway – EasternDistributor;

To the East: Pitt Street – Bridge Street – Macquarie Street – Cahill Expressway – EasternDistributor;

To the West: Pitt Street – Bridge Street – Phillip Street – Elizabeth Street – Market Street –Western Distributor; and

To the North: Pitt Street – Bridge Street – Grosvenor Street – Western Distributor – CahillExpressway.

Arrival routes:

The following routes would be used under the current traffic arrangements

From the South: Southern Cross Drive – Eastern Distributor – Bridge Street -Loftus Street –Alfred Street -– George Street – Dalley Street

From the East: Southern Cross Drive – Eastern Distributor – Bridge Street – Loftus Street –Alfred Street – George Street – Dalley Street;

From the West: Western Distributor – King Street – Elizabeth Street – Bridge Street– LoftusStreet – Alfred Street – George Street/ Pitt Street – Dalley Street; and

From the north: Western Distributor – King Street – Elizabeth Street – Bridge Street –Loftus Street – Alfred Street – George Street/ Pitt Street – Dalley Street.


10.3 Noise Assessment

For the purpose of this assessment, the following distribution is assumed:

20% - West via Western Distributor;

60% - South, and East via the Eastern Distributor; and

20% - North via the Cahill Expressway.

The average daily traffic through the various road sections in the adjacent roads range from6,000 vehicles per day (Riley Street) to 9,600 – 11,000 vehicles per day (Albion Street). Thepeak hour volumes are estimated to range from 500-1,100 vehicles per hour.

In comparison, the additional traffic brought about by the construction represents a minorincrease in existing traffic. To illustrate, the likely generation of the Stage 2D constitutesapproximately 2-3% of the existing peak hour traffic on Riley Street (500 vehicles per hour) andAlbion Street (1,100 vehicles per hour).

This increase is expected to have an insignificant impact on noise from the road sections andintersections in the areas surrounding the site.

Based on the information regarding the existing traffic volumes and the estimated vehiclemovements during the construction phase it is considered that the noise goal of a 2dB increaseabove existing traffic noise levels applies to the project. Calculations indicate there will beminor increases in road noise during the peak construction activities of less than 0.2dB.


11 SUMMARY OF RECOMMENDATIONS

Based on our investigations of the project the following findings have been determined.

11.1 Noise Criteria

Noise criteria for construction have been established based on DECCW procedures. Thesecriteria should be adopted as objectives to work towards in minimising any noise impact atsurrounding residences.

The following Table 11-1 presents applicable noise criteria at residential receivers in the vicinityof works that are part of Stage 2D.

Table 11-1 Site Specific Construction Noise Management Levels – dBA

Construction Noise Management Level,

LAeq - dBALocation

Day Evening NightSaturday

(extended)

Maximum

Construction

Noise Level,

LAeq - dBA

Anne Street / Crown Street 60 55 51 53 75

Riley Street 61 54 49 55 75

Albion Street 65 59 52 61 75

Commercial Properties

Dalley Street70 75

11.2 Vibration Criteria

Vibration criteria for tunnelling are presented in Table 11-2 as follows:

Table 11-2 Criteria for Exposure to Continuous and Impulsive Vibration

Peak velocity

(mm/s)Place Time

Preferred Maximum

Critical working areas

(e.g. hospital operating theatres precision laboratories)Day or night time 0.14 0.28

Daytime 0.28 0.56Residences

Night time 0.20 0.40

Offices Day or night time 0.56 1.1

Workshops Day or night time 1.1 2.2


A regenerated noise goal of 40dBA between 6.00pm – 10.00pm and 35dBA between 10.00pm –7.00am at residential receivers is recommended for noise associated with tunnelling operations.It is recommended this goal be incorporated in the Construction Environmental ManagementPlan to ensure that any issues associated with this noise can be effectively managed.

11.3 Construction Noise and Vibration

It has been determined that noise from construction activities during the day period willpotentially exceed established construction noise management goals. Therefore, the planningand management of construction activities must take into account the sensitivities ofsurrounding residents so as to minimise the impact of construction activities at these receivers.

Table 11-3 summarises the findings of the construction noise and vibration assessment.

Table 11-3 Summary of Construction Noise and Vibration Findings

Activity Findings Comments / Recommendation

Riley Street Site

Establishment

Works would exceed day, evening and

Saturday noise management levels

Riley Street Shaft

Excavation

Exceedances of up to 14dBA are

predicted whilst equipment, principally

heavy rock breakers, is adjacent to

residential and commercial properties.

Noise impact is greatest at

surrounding residential

properties.

Best practice noise management

of plant would be adopted. That

is equipment in good condition

would be used on site.

Small rock breakers would be

used where feasible.

Dalley Street and

Yurong Street Shafts;

Little Albion Street

Site

Exceedances of up to 20dBA are

predicted whilst equipment, principally

the piling rig, is adjacent to

commercial properties.

Limited controls are practical due

to the short distance to

properties and high rise nature

of the buildings.

Tunnelling using a

Road header and TBM

Works would comply with the night

time airborne noise criteria with the

exception of ventilation plant which

would require silencers.

A barrier on both site boundaries is

recommended. The barrier would be

in the order of 2.1m in height.

Ground-borne noise from roadheader

and TBM operation is predicted to

exceed criteria for regenerated noise.

Barriers / hoarding are required

at site boundaries.

Silencers on Ventilation Plant

Internal noise monitoring would

be conducted at residences

during tunnelling so that extent

of affectation can be determined.

Temporary accommodation

would be supplied for affected

residents.

The control of construction noise and vibration should form a part of the ConstructionEnvironmental Management Plan that would detail reasonable and feasible managementmeasures and community consultation that would be employed.


12 CONCLUSION

This assessment of Stage 2D of the proposed new City East Zone Substation Project hasestablished site specific noise and vibration criteria appropriate for the excavation andtunnelling activities.

Daytime excavation noise is predicted to exceed noise management goals at adjacentresidential properties surrounding the Riley Street site during site establishment and shaftexcavation activities. The exceedance is primarily due to the use of rock breakers. Accordingly,management of this issue to limit noise to established goals and minimise exceedance eventswill require implementation of all reasonable and feasible mitigation measures to minimiseacoustic impact at receivers.

In the case of the Dalley Street and Yurong Street excavation sites, and the Little Albion Streetsite, exceedances of commercial and industrial noise objectives are predicted at surroundingreceivers. This is due to the close proximity of the sites to buildings.

Whilst vibration associated with excavation activities is predicted to comply with establishedhuman comfort criteria, regenerated noise levels associated with tunnelling are predicted toexceed criteria at locations where the tunnels are comparatively shallow. These locationsinclude residential and commercial receivers adjacent to the CSCT extension and a section ofthe CECT along Riley Street and Yurong Street. Therefore, it is recommended that internalnoise testing be conducted at an early stage during excavation to determine the magnitude ofinternal noise levels. Should levels above the established noise goals be indicated, mitigationmeasures should be implemented. If exceedances are unavoidable then residents should bekept informed of the nature and duration of any identified noise impact.

NoteAll materials specified by Wilkinson Murray (Sydney) Pty Limited have been selected solely on the basis of acousticperformance. Any other properties of these materials, such as fire rating, chemical properties etc. should be checkedwith the suppliers or other specialised bodies for fitness for a given purpose.

Quality AssuranceWe are committed to and have implemented AS/NZS ISO 9001:2008 “Quality Management Systems – Requirements”.This management system has been externally certified and Licence No. QEC 13457 has been issued.

AAACThis firm is a member firm of the Association of Australian Acoustical Consultants and the work here reported has beencarried out in accordance with the terms of that membership.

Version Status Date Prepared by Checked byA Draft 6 August 2010 Brian Clarke -B Draft 12 August 2010 Brian Clarke Rob BullenC Final 19 August 2010 Brian Clarke Rob Bullen

APPENDIX AGLOSSARY OF TERMS

Report No. 09300B Version C Appendix A-1

GLOSSARY

Most environments are affected by environmental noise which continuously varies, largely as aresult of road traffic. To describe the overall noise environment, a number of noise descriptorshave been developed and these involve statistical and other analysis of the varying noise oversampling periods, typically taken as 15 minutes. These descriptors, which are demonstrated inthe graph overleaf, are here defined.

Maximum Noise Level (LAmax) – The maximum noise level over a sample period is themaximum level, measured on fast response, during the sample period.

LA1 – The LA1 level is the noise level which is exceeded for 1% of the sample period. Duringthe sample period, the noise level is below the LA1 level for 99% of the time.

LA10 – The LA10 level is the noise level which is exceeded for 10% of the sample period. Duringthe sample period, the noise level is below the LA10 level for 90% of the time. The LA10 is acommon noise descriptor for environmental noise and road traffic noise.

LAeq – The equivalent continuous sound level (LAeq) is the energy average of the varying noiseover the sample period and is equivalent to the level of a constant noise which contains thesame energy as the varying noise environment. This measure is also a common measure ofenvironmental noise and road traffic noise.

LA50 – The LA50 level is the noise level which is exceeded for 50% of the sample period. Duringthe sample period, the noise level is below the LA50 level for 50% of the time.

LA90 – The LA90 level is the noise level which is exceeded for 90% of the sample period. Duringthe sample period, the noise level is below the LA90 level for 10% of the time. This measure iscommonly referred to as the background noise level.

ABL – The Assessment Background Level is the single figure background level representingeach assessment period (daytime, evening and night time) for each day. It is determined bycalculating the 10th percentile (lowest 10th percent) background level (LA90) for each period.

RBL – The Rating Background Level for each period is the median value of the ABL values forthe period over all of the days measured. There is therefore an RBL value for each period –daytime, evening and night time.

Report No. 09300B Version C Appendix A-2

PPV – Peak vibration velocity measured in mm/s referred to a Peak Particle Velocity

Vibration Dose Value - VDV is defined in BS 6841 as a measure to be used in situations ofimpulsive vibration. It has units of m/s1.75 and requires specialised measuring equipment.

Sound pressure level (SPL) or sound level Lp is a logarithmic measure of the effective soundpressure of a sound relative to a reference value. It is measured in decibels (dB) above astandard reference level.

where pref (20 µPa)is the reference sound pressure and prms is the rms sound pressure beingmeasured.

Sound power level is a logarithmic measure of the sound power in comparison to a specifiedreference level. While sound pressure level is given in decibels SPL, or dB SPL, sound power isgiven in dB SWL. The dimensionless term "SWL" can be thought of as "sound watts level," theacoustic output power measured relative to a very low base level of watts given as 10-12 watts.

APPENDIX BNOISE MEASUREMENT RESULTS

Report No. 09300B Version C Appendix B-1

Location: 92 Anne Street

Tue 27 Apr 10

Wed 28 Apr 10



Thu 29 Apr 10

Fri 30 Apr 10



Sat 01 May 10

Sun 02 May 10



Mon 03 May 10


Location: 279 Riley

Tue 27 Apr 10

Wed 28 Apr 10


Location: 279 Riley

Thu 29 Apr 10

Fri 30 Apr 10


Location: 279 Riley

Sat 01 May 10

Sun 02 May 10


Location: 279 Riley

Mon 03 May 10


Location: 137 Albion Street

Tue 27 Apr 10

Wed 28 Apr 10



Thu 29 Apr 10

Fri 30 Apr 10



Sat 01 May 10

Sun 02 May 10



Mon 03 May 10

Appendix GHeritage impact assessment

12 August 2010

GHD 133 Castlereagh Street Sydney NSW 2000 Attention: Peter Carson Dear Mr Carson,

Re: Sydney CityGrid Project – Stage 2D Non‐Indigenous Archaeology

I refer to the non‐indigenous requirements of Stage 2D of the CityGrid project. This is part of the overall non‐indigenous heritage assessment as required by the Director‐General of the Department of Planning:

A project level non‐indigenous heritage assessment, including identification of heritage items under or adjacent to the areas affected by the project by appropriate field surveys and an assessment of the impact of the project on the heritage significance of the items. The items that the survey shall target include buildings, works, relics, gardens, landscapes, views, trees or places of non‐Aboriginal heritage significance. The assessment must be prepared in consultation with the Heritage Council of New South Wales.

Stage 2D of the project is understood to involve the excavation of a 3.2km long tunnel (the City East Cable Tunnel – CECT) between the proposed Riley Street Subtransmission Switching Station (STSS) and the existing City North Zone Substation, with connections to the proposed new City East Zone Substation and possibly the existing Dalley Street Zone Substation.

The tunnel will be between 10 and 50m below the surface and would therefore have no impact on archaeological sites or features. Impacts on archaeological remains could occur where the tunnel accesses the surface. A tunnel control room for the purpose of housing tunnel ventilation and other control equipment and the main tunnel access location for operations and maintenance purposes will be constructed adjacent to the Riley Street STSS but the Riley Street site has been assessed as having no potential for archaeological remains (Casey & Lowe 2008, Sydney CityGrid Project, Non‐Indigenous Archaeological Assessment, for PlanCom Consulting Pty Ltd on behalf of EnergyAustralia). Shaft and stub tunnel connections are proposed between the CECT and possibly the existing Dalley Street Zone Substation. These tunnels also have no archaeological implications. Other surface works with no identifiable archaeological impact are tunnel to ground level connections (small shafts) in Little Albion Street (Surry Hills) and the Yurong Parkway (Domain) to facilitate 33kV and 132kV feeders entering / leaving the tunnel at these locations.

2

__________________________________________________________________________________ Casey & Lowe Sydney CityGrid Project – Stage 2D

The main identified area of surface impact with archaeological implications is in Dalley Street where a shaft will be dug to link the City East Cable Tunnel with the adjacent Dalley Street Zone Substation. The 2008 assessment identified that the area generally has potential for post‐1830 housing as well as soil profiles connected to the Tank Stream valley. The proposed shaft in the Underwood / Dalley streets intersection is solely within road easement and this roadway appears to date to the area’s subdivision. Potential archaeological remains would probably be limited to older road surfacing, services such as brick and sandstone drains, and Tank Stream soil profiles. Conclusion The construction of the main and stub tunnels have no archaeological implications. The construction of the Dalley Street shaft, however, should be carried out with archaeological input. Recommendations The Dalley Street shaft site should be inspected by the archaeologist once the current road surface has been removed and prior to excavation commencing. The initial bulk excavation should be monitored so that any buried features can be recognised. Any evidence of substantial archaeological remains should be investigated and recorded and soil samples taken for analysis. Yours sincerely,

Tony Lowe Director Casey & Lowe Pty Ltd

Appendix HTraffi c impact assessment

Energy Australia

Report for Sydney CityGridProject Stage 2D

Traffic Impact Assessment

October 2010

21/19157/162875 Sydney CityGrid Project Stage 2DTraffic Impact Assessment

Contents

1. Introduction 1

1.1 Background 1

1.2 Phasing and timing of the Sydney CityGrid Project 3

1.3 Report format 3

2. Existing conditions 4

2.1 Existing road network 4

2.2 Site accessibility 8

2.3 Bus routes 8

2.4 CityRail stations 11

2.5 Bicycle network 11

3. Construction traffic impact 13

3.1 Construction staging 13

3.2 Construction hours 13

3.3 Construction duration 14

3.4 Construction access 14

3.5 Traffic generation 16

3.6 Design construction vehicles 19

3.7 Indicative heavy vehicle routes 19

3.8 Distribution of traffic 22

4. Impact assessment 23

4.1 Riley Street construction compound 23

4.2 Dalley Street 25

5. Summary and conclusions 28

5.1 Conclusion 28

5.2 Mitigation measures 28

Table IndexTable 1 Duration of construction 14Table 2 Indicative number of truck movements associated

with spoil generation 17


Table 3 Indicative additional number of vehicle movements(combination of light vehicles and trucks)associated with delivery of construction materials 17

Table 4 Inbound and outbound traffic at key intersectionsadjacent to the Riley Street construction compound 23

Table 5 Inbound and outbound traffic at key intersectionsadjacent to the Dalley Street constructioncompound 25

Figure IndexFigure 1 Location of components of Stage 2D 2Figure 2 Dalley Street, looking east 4Figure 3 Road network surrounding Dalley Street zone

substation 5Figure 4 Underwood Street. Looking west from Pitt Street 6Figure 5 Riley Street, looking south from the project site 6Figure 6 Riley Street construction site, view from the

southwest corner of the intersection of Albion Streetand Riley Street 7

Figure 7 Road network surrounding Riley Street and AlbionStreet project site 7

Figure 8 Albion Street, looking east 8Figure 9 Bus routes in the vicinity of Riley Street and Dalley

Street compounds 10Figure 10 Designated bicycle routes, in the vicinity of Riley

Street compound 11Figure 11 Designated bicycle routes, in the vicinity of Dalley

Street 12Figure 12 Site access to the Riley Street construction

compound 15Figure 13 Indicative heavy vehicle routes for the Riley Street

construction compound 20Figure 14 Indicative heavy vehicle routes for the Dalley Street

Substation 22


1. Introduction

1.1 BackgroundGHD has been commissioned by EnergyAustralia to undertake a traffic impactassessment as part of the Environmental Assessment of Stage 2D of the SydneyCityGrid Project that is being prepared as part of an application for Project Approvalunder Part 3A of the NSW Environmental Planning and Assessment Act 1979 (EP&AAct).

The Sydney CityGrid Project would be undertaken in stages that involve a number ofdiscrete but interrelated projects, including:

Stage 1 involves the works in and around the Belmore Park Zone Substation site

– Stage 1A – Construction and operation of the Belmore Park Zone Substationand stub tunnel connection from City South Cable Tunnel to Belmore ParkZone Substation;

– Stage 1B – Commercial/retail development on the corner of Pitt, Campbell andHay Streets.

Stage 2 involves the remaining works associated with the Sydney CityGrid Project

– Stage 2A – construction and operation of the City East Zone Substation in thevicinity of Phillip, Bent, Bligh and O’Connell Streets.

o Stage 2A(i) – involves demolition of the existing building on the site at33 Bligh Street and subsurface construction works. This stage includesa building envelope for the subsequent development at the site; and

o Stage 2A(ii) – involves construction and operation of the City EastZone Substation and the associated commercial tower located abovethe substation. This involves consideration of the built form of thedevelopment and is intended to refine the building envelope presentedin Stage 2A(i).

– Stage 2B – Refurbishment of existing Dalley Street Zone Substation orconstruction of a new building adjacent to the existing site;

– Stage 2C – Construction and operation of a sub-transmission switching station(STSS) on a site at the intersection of Riley Street and Albion Street, SurryHills;

– Stage 2D – Construction of City East Cable Tunnel between Riley Street STSSand City North Zone Substation with connections to the proposed City East andexisting Dalley Street Zone Substations, and a potential services control roomadjacent to the Riley Street STSS; and

– Stage 2E – Extension of the City South Cable Tunnel from Wade Place to RileyStreet, Surry Hills.


The indicative location of these components is shown in Figure 1. The works formingpart of this traffic impact assessment component of the Environmental Assessmentinclude those identified as Stages 2B, 2D and 2E. For the purposes of reporting, thesethree stages are collectively referred to as Stage 2D (the ‘project’).

This report presents the findings of the assessment conducted by GHD with respect toaspects pertaining to traffic, transport, access and circulation in relation to Stage 2D ofthe Sydney CityGrid Project.

The location of the components of Stage 2D are shown in Figure 1.

Figure 1 Location of components of Stage 2D


1.2 Phasing and timing of the Sydney CityGrid ProjectThe Sydney CityGrid Project is being undertaken in stages to significantly reduce thetimeframe required to deliver the project. The main opportunity identified to achievethis reduction involves splitting the development approval for the different stages toallow work to commence on one stage while approval is sought for another.

Construction on Stage 2D is anticipated to commence in February 2011 and becompleted around June 2014, taking approximately 39 months.

1.3 Report formatThe report is set out in the following format:

Section 2 – describes the existing road network and traffic conditions and existingoperating performance of the key intersections;

Section 3 – details the estimated traffic generation for the project and vehicleaccess scenarios;

Section 4 – outlines the operational performance of the road network with trafficfrom the project and other related development;

Section 5 – presents the conclusions and a summary of the level of developmentand mitigation measures necessary to minimise impacts on the transport networksurrounding the site.


2. Existing conditions

2.1 Existing road networkThe City East Cable Tunnel (CECT) commences at a site adjacent to the intersectionof Albion and Riley Streets. The southern end of the route passes through the suburbsof Surry Hills and Darlinghurst along Riley Street, and then passes beneath openspace that is known as The Domain, then beneath the northern section of the CBDbefore terminating at the City North Zone Substation located on the corner of SussexStreet and Erskine Street. As most of the tunnelling works would be below ground, thesurface construction works for Stage 2D would be limited to the Riley Streetconstruction compound and Dalley Street Substation.

2.1.1 Dalley Street

Dalley Street is a narrow one-way (eastbound) single carriageway road with on-streetparking on the northern side. It intersects with George Street on its western end andPitt Street on its eastern end. Dalley Street is priority controlled at Pitt Streetintersection and has a posted speed of 50 km/h. The adjacent section of Pitt Street isone way in a southbound direction.

Dalley Street conveys low levels of traffic and vehicle movements are associated withaccess to underground car parks for adjacent commercial buildings such as theAustralian Stock Exchange. It also provides access to the Dalley Street ZoneSubstation and Telstra Exchange.

Figure 2 shows Dalley Street with adjacent parking lane on the north side. Limitedparking is available between access driveways and is time limited to ¼ P.

Figure 2 Dalley Street, looking east


The intersection of Dalley Street with George Street at the west end is in very closeproximity to the signalised intersection of George Street with Grosvenor Street andBridge Street (south of Dalley Street). More often, vehicles on the southbound lane ofGeorge Street would tend to block the access to Dalley Street. This arrangementposes major constraints for vehicles to turn right from Bridge Street into Dalley Street.Figure 3 shows the road network surrounding the Dalley Street zone substation.

Figure 3 Road network surrounding Dalley Street zone substation

Map Source: UBD

2.1.2 Underwood Street

Underwood Street is a narrow one-way lane road from Pitt Street to Dalley Street via aleft-turn alignment and exits just west of the Energy Australia substation building. Theroad currently provides access to the underground parking structures of the adjacentbuildings and can potentially provide access for construction traffic from Pitt Street toDalley Street.

Figure 4 shows a view of Underwood Street taken from the intersection with Pitt Street.


Figure 4 Underwood Street. Looking west from Pitt Street

2.1.3 Riley Street

Riley Street is a two-way, divided road with generally one lane per direction; adesignated cycle lane and adjacent parking on both sides (see Figure 5).

The posted speed limit is 40 km/h. Riley Street intersects with Albion Street at asignal-controlled intersection. The main construction compound for Stage 2D would belocated on the corner of Albion and Riley Streets. Riley Street is the primary streetfrontage for the site, however there is a secondary frontage to Albion Street.

Figure 5 Riley Street, looking south from the project site


Figure 6 Riley Street construction site, view from the southwest corner of theintersection of Albion Street and Riley Street

Riley Street currently carries approximately 6,000 vehicles per day with an estimatedpeak hour volume of 550 vehicles per hour. It connects to Oxford Street on its northernend and Devonshire Street on its southern end, as shown in Figure 7.

Figure 7 Road network surrounding Riley Street and Albion Street project site

Map Source: UBD


2.1.4 Albion Street

Albion Street is a one-way (eastbound) road with generally two central lanes, a buslane on the north side and adjacent parking lane on the south side. The posted speedlimit is 50 km/h. Albion Street connects to Elizabeth Street at the western end andFlinders Street on the eastern end. Both ends are signal-controlled, as is theintersection of Albion Street and Riley Street.

Albion Street currently carries approximately 10,000 – 11,000 vehicles per day with apeak hour volume of around 960 vehicles/hour in the AM peak and 1100 in the PMpeak.

Figure 8 Albion Street, looking east

2.2 Site accessibilityThe main construction compound for Stage 2D has frontages to Riley Street andAlbion Street. The Dalley Street Substation can be accessed from George Streetwhile egress would be on to Pitt Street.

2.3 Bus routesPublic transport in the vicinity of the site is restricted to bus routes. Numerous localbus routes service Albion Street, an important west-east bus corridor through theSydney CBD.

There are no bus routes or bus stops along Riley Street.


The Albion Street corridor is a major bus route for outbound buses from CentralStation. Bus routes using this corridor include Routes 339, 374, 376, and 391. Thebus routes pass through Eddy Avenue, cross Elizabeth Street, then to Albion Streeteastwards. Albion Street also links with Flinders Street which provides access to thesegregated bus lanes along Anzac Parade.

For the northern section of the CBD where the Dalley Street substation zonecompound is located, the major north-south bus corridors from Circular Quay includeGeorge Street and Pitt Street. There are no bus stops in the immediate vicinity ofDalley Street.

Figure 9 shows these bus routes in the vicinity of the Riley Street compound site andDalley Street Substation.


Figure 9 Bus routes in the vicinity of Riley Street and Dalley Streetcompounds

Source: http://www.sydneybuses.info/uploads/File/pdfs/terminus_maps/Cityguidemap.pdf


2.4 CityRail stationsThe Riley Street site is in close proximity to Central Railway Station, some 450mwalking distance while the Dalley Street site is in close proximity to Circular Quay railstation, located 350m north of the site and Wynyard rail station, around 500msouthwest of Dalley Street.

2.5 Bicycle networkRiley Street is a designated on-road cycle route in the City of Sydney Council’sdesignated bicycle network. This links the on-road routes along Devonshire Streettowards Campbell Street.

Other designated on-road cycle routes in the vicinity of the site include Crown Streetand Fitzroy Street.

Designated bicycle routes in the vicinity of the Riley Street compound are shown inFigure 10.

Figure 10 Designated bicycle routes, in the vicinity of Riley Street compound

Source:http://www.cityofsydney.nsw.gov.au/AboutSydney/documents/ParkingAndTransport/Cycling/CoSCycleMap.pdf


Designated bicycle routes in the vicinity of the Dalley Street compound are shown inFigure 11.

George Street and Pitt Streets are designated on-road cycle routes in the City ofSydney Council’s designated bicycle network. This links the on-road routes along theAlfred Street and King Street.

Figure 11 Designated bicycle routes, in the vicinity of Dalley Street

Source:http://www.cityofsydney.nsw.gov.au/AboutSydney/documents/ParkingAndTransport/Cycling/CoSCycleMap.pdf


3. Construction traffic impact

3.1 Construction stagingIt is anticipated that the construction activities would occur over a period ofapproximately 39 months. Traffic volumes generated by the construction employeesand by materials delivery would vary depending on the construction phasing.

The construction stages are generally as follows:

Stage 1: Site establishment

Stage 2: Shaft excavation at Riley Street

Stage 3 - construction of City South Cable Tunnel (CSCT) extension tunnel.Constructions works would include:

– Tunnelling under Little Albion Street to the Surry Hills; and

– Lining and fitout.

Stage 4 – installation of feeders in the CSCT extension;

Stage 5: Construction of CECT to include:

– Excavation of tunnel;

– Excavation of Dalley Street shaft -(concurrent with excavation of tunnel);

– Construction of interfaces with the City East Zone Substation, Dalley StreetZone Substation and City North Zone Substation;

– Mechanical and electrical fit-out of the tunnel;

– Commissioning of the tunnel;

– Installation of feeders;

– Commissioning.

3.2 Construction hoursIt is anticipated that underground tunnelling works would be undertaken continuouslyover a 24 hour period.

Construction works outside the tunnel would generally be undertaken during thefollowing hours:

Monday to Friday 7 am to 7 pm;

Saturdays 7 am to 5 pm; and

No work on Sundays or Public Holidays.

Surface works, such as loading spoil into trucks, would be limited to the standardconstruction hours.

Noise intensive activities above ground such as rock breaking would be undertakenduring the following hours:

Monday to Saturday 7 am to 12 pm;


Monday to Friday 2 pm to 5 pm; and

At no time on Sundays or public holidays.

Ancillary activities that may occur outside the standard construction hours include, butmay not be limited to, oversize truck movements and deliveries of certain plant andequipment on an occasional basis. Works may also be undertaken outside these hoursin the event of a direction from police or other relevant authority for safety reasons, oremergency work to avoid the loss of lives, property and/or to prevent environmentalharm.

3.3 Construction durationConstruction is expected to commence in February 2011 and be completed aroundJune 2014. Table 1 shows the estimated duration of the construction works.

Table 1 Duration of construction

Stage Scope Duration

Stage 1 Site Establishment 3 months

Stage 2 Excavation of shaft at Riley Street 2 months

Stage 3 Construction of CSCT tunnel


- lining and fit-out

June 2011 – May 2012

3 months

9 months

Stage 4 Installation of feeders in the CSCTextension

9 months

Stage 5 Construction of CECT tunnel


- excavation of Dalley Street shaft

- mechanical and electrical fitout ofthe tunnel

- commissioning the tunnel

- installation of feeders in the CECT

Sept 2011 – June 2014

18 months

6 months

7 months

2 months

12 months

3.4 Construction accessAs indicated above, the Riley Street construction compound and Dalley Street are theonly locations where substantial surface works would be undertaken as part of Stage2D that have the potential to directly impact on the traffic network. Connections to theSurry Hills Substation, City North Zone Substation and proposed City East ZoneSubstation would involve subsurface works.


3.4.1 Riley Street construction compound

The primary site for the construction activities for the CECT will be established at theRiley Street construction compound. All tunnelling will emanate from Riley Street andspoil generated during the tunnelling activities would be removed from the tunnel atthis location. As indicated in Figure 12, the main access and egress to the compoundwould be off Riley Street, just south of the intersection with Albion Street, and would bedesigned to accommodate the range of heavy vehicles required to access the sitethroughout the construction period. Pedestrian and traffic control devices would beimplemented to ensure access and safety is maintained for all road and footpath users.

A work zone for construction vehicles would be established for Riley Street frontageand would utilise the existing parking/traffic lane on the eastern side of the street.

Figure 12 Site access to the Riley Street construction compound

3.4.2 Dalley Street

A second location where surface works would be required is in the immediate vicinityof the Dalley Street Zone Substation. A shaft would be excavated within Dalley Streetto connect the substation to the CECT.


Dalley Street is one-way eastbound and exits to Pitt Street where traffic flow is one-way southbound. Access to Dalley Street would be via George Street on the westernend of Dalley Street. Dalley Street could also be accessed via Underwood Street.Vehicles would exit Dalley Street via the intersection with Pitt Street.

3.5 Traffic generationThe main traffic generated through the construction phase would be from equipmentand material deliveries, such as:

Delivery of construction materials;

Spoil removal;

Delivery and removal of construction equipment and machinery; and,

Movement of construction personnel, including contractors, site labour force andspecialist supervisory personnel.

3.5.1 Light vehicle traffic

Light vehicle traffic generation is generally associated with staff movements as well asvisitors to the site. Staff would comprise project management, various trades, andgeneral construction staff. Over the full construction period, the peak constructionworkforce is estimated to be approximately 100 staff. It is assumed that the trafficgeneration would be influenced by the availability of on-site parking spaces. The RileyStreet compound would contain limited on-site parking. It is estimated thatapproximately 5 to 10 on-site parking spaces will be provided to accommodateconstruction staff, works vehicles and visitor parking with the site area. Moreover,long-term on-street parking in the vicinity of the site is also very limited while demand isalso high. Hence, construction staff may be discouraged from utilising on-streetparking so as not to impact on the existing usage.

Considering the proximity of the site to various public transport services, staff will beencouraged to use public transport to reduce vehicle traffic generation to the site. It isestimated that approximately 10 cars (or 20 trips per day) would be generated.Assuming all light vehicles arrive during the peak hour, this translates to 10 vehiclesper hour (inbound in the AM and outbound in the PM).

3.5.2 Heavy vehicle traffic

Heavy vehicle traffic would mainly be generated by activities associated with theremoval of spoil from tunnelling activities and other general construction waste for thevarious stages. The number of heavy vehicles has been estimated based on thevolume of spoil. The total expected spoil generated from the project would beapproximately 50,000 m3 (in situ) or 125,000 tonnes.

Table 2 shows the expected number of truck movements at each location associatedwith each construction activity/source. The majority of spoil would be generated duringexcavation of the tunnel.


Table 2 Indicative number of truck movements associated with spoilgeneration

Constructionactivity/source

Riley Street Dalley Street

Stage 1 – site establishment 4 truck movements per day

Stage 2 – excavation of theRiley Street shaft

12 -16 truck movements perday

Stage 3 and 5 – constructionof the CECT and CSCTextension

20 -24 truck movements perday

4 truck movements per day

Source: EnergyAustralia

Table 3 Indicative additional number of vehicle movements (combination oflight vehicles and trucks) associated with delivery of constructionmaterials

Constructionactivity/source

Riley Street ConstructionCompound

Dalley Street ConstructionCompound

Stage 1 – siteestablishment

16-24 vehicle movements perday (combination of lightvehicles and trucks)

Stage 2 – excavationof the Riley Streetshaft


Stage 3 and 5 –construction of theCECT and CSCTextension


12-16 semi trailer movements todelivering segments per day

8-12 vehicle movements per day(combination of light vehiclesand trucks)

Source: EnergyAustralia

(Note: Movements for Dalley Street Construction compound were assumed due to limited information)

Stage 4 involves installation of cable within the CSCT extension and would require asmall number of vehicle movements that would be limited to heavy vehicles deliveringcable drums and light vehicles used by the workforce. On average, it is anticipated thatapproximately eight daily vehicle movements during Stage 4, inclusive of both heavyand light vehicles.

Stage 5 includes installation of cables in the CECT and would involve similar numbersof vehicle movements to those in Stage 4.

In addition, equipment that would need to be brought to the site would entail heavyvehicle movements. Equipment would include:

Riley StreetPiling rig;


Excavator with rock breaker attachment;

Mobile cranes;

Gantry cranes;

Ventilation fan;

Loader;

Haulage trucks;

Road header (Mitsui S200 or similar);

Rock bolting equipment (electric hydraulic underground drill rig – Sandvik DS310or similar,

Hand held pneumatic drills for the shaft);

TBM workshop tools (grinders and hammers); and

Concrete trucks, pumps, and associated equipment.

Dalley Street

Excavator;

Mobile cranes;

Ventilation fan;

Loader;

Haulage trucks, including those to remove redundant plant and equipment, such asswitchgear;

Piling rig (100t class piling rig Soilmec R930 or similar);

Rock bolting equipment (handheld pneumatic drills); and

Workshop tools (grinders and hammers).

Majority of the heavy vehicle movements associated with the transport of equipment tothe site would occur during the initial stage involving site preparation works andintermittently in between stages. Approximately 1-2 deliveries per day are estimated.

3.5.3 Oversize vehicle movements

In some instances, some plant and equipment required for the project would beoversized and traffic movements to deliver and remove the equipment would besubject to relevant RTA road restrictions. Special arrangements would be made toensure minimal disruption to traffic and that the appropriate signs and warning devicesare displayed to ensure road safety is maintained. This may involve undertaking thesetraffic movements outside standard construction hours to minimise impacts on thetraffic network.


3.5.4 Estimated total vehicle movements

In summary, it is estimated that approximately 12 light vehicle movements per hourand 8 heavy vehicle movements per hour occur for the Riley Street constructioncompound during the peak hour for the surrounding road network. For the DalleyStreet site there are estimated to be 6 light vehicle movements per hour and 4 heavyvehicle movements per hour occur during the peak hour for the surrounding roadnetwork.

3.6 Design construction vehiclesIdeally, the largest vehicle possible will be used to minimise the number of truckmovements. Given the constraints of the CBD access routes, safety and siteconstraints, it is likely that the standard vehicle used to remove spoil would be a singleunit tipper truck able to carry 5m3 or 20-22 tonnes. The RTA would usually advice thatit is the intention to avoid the use of truck and dog vehicles within the CBD. However, itis noted that there is a requirement for the use semi trailers to deliver large items ofplant and machinery, as well as pre-cast tunnel segments, to the Riley Streetcompound. A semi trailer would have a capacity of about 12m3, or 42 tonnes in total.Appropriate routes have been developed to minimise potential impacts on roads withinthe CBD.

3.7 Indicative heavy vehicle routesDesignated access routes for heavy vehicles used for construction and spoilmanagement would be along the arterial road network where practicable. Details of allroutes used for access and haulage during construction will be developed inconsultation with the City of Sydney and detailed in the appropriate section of the sitespecific traffic management plans.

A Traffic Management Plan would be prepared as part of the ConstructionEnvironmental Management Plan (CEMP) to manage materials delivery and spoildisposal. Potential spoil disposal sites have been identified and the final disposal sitewill be selected by the contractor. Haulage routes to and from the site and the majorroad network would generally utilize designated heavy vehicles routes where possible.

3.7.1 Riley Street construction compound

The potential truck routes for the Riley Street site are outlined below and identified onFigure 13.

Departure routes:

To the South: Albion Street – Flinders Street – Eastern Distributor – SouthernCross Drive;

To the East: Albion Street – Flinders Street – Anzac Parade;

To the West: Riley Street – Oxford Street – Liverpool Street – Western Distributor;and


To the North: Oxford Street – Liverpool Street – Western Distributor – CahillExpressway.

Arrival routes:

From the South: Southern Cross Drive – Eastern Distributor – Foveaux Street –Riley Street;

From the East: Anzac Parade / Moore Park Road – Foveaux Street – Riley Street;

From the West: Western Distributor – Harris Street - Goulburn Street – RileyStreet; and

From the north: Cahill Expressway – Crown Street – Oxford Street – Riley Street.

Figure 13 Indicative heavy vehicle routes for the Riley Street constructioncompound


3.7.2 Dalley Street

The potential truck routes for the Dalley Street site are outlined below and identified inFigure 14.

Departure routes:

To the South: Pitt Street – Bridge Street – Macquarie Street – Eastern Distributor;

To the East: Pitt Street – Bridge Street – Macquarie Street – Eastern Distributor;

To the West: Pitt Street – Bridge Street– Phillip Street – Elizabeth Street – MarketStreet – Western Distributor; and

To the North: Pitt Street – Bridge Street – Grosvenor Street – Western Distributor –Cahill Expressway.

Arrival routes:

The following routes would be used under the current traffic arrangements

From the South: Southern Cross Drive – Eastern Distributor – Macquarie Street –Bridge Street - Loftus Street – Alfred Street -– George Street – Dalley Street;

From the East: Southern Cross Drive – Eastern Distributor – Macquarie Street –Bridge Street – Loftus Street – Alfred Street – George Street – Dalley Street;

From the West: Western Distributor – King Street – Elizabeth Street – Bridge Street– Loftus Street – Alfred Street – George Street (or Pitt Street) – Dalley Street; and

From the north: Western Distributor – Grosvenor Street (or Cahill Expressway)–Bridge Street – Loftus Street – Alfred Street - Pitt Street – Dalley Street.

In order to minimise traffic that would need to use the intersections of George Streetwith Dalley Street, an alternate temporary route would be via Pitt Street (from AlfredStreet) but this would require modification of the one-way control on Dalley Street andthe temporary removal of on-street parking on Dalley Street.


Figure 14 Indicative heavy vehicle routes for the Dalley Street Substation

3.8 Distribution of trafficFor the purpose of this assessment, the following distribution is assumed:

20% - West via Western Distributor;

60% - South, and East via the Eastern Distributor; and

20% - North via the Cahill Expressway.


4. Impact assessment

4.1 Riley Street construction compound

4.1.1 Site access arrangements

Access to the construction site would require controlled and managed vehicle accessto ensure that road safety is maintained at all times. The maximum estimated vehiclemovements per day would comprise of 20 light vehicle movements (10 In and 10 Out)for staff and visitors, 24 heavy vehicle movements (12 In and 12 Out) for spoil disposaland 24 combined light and heavy vehicles (12 In and 12 Out) for general deliveriesplus an additional 16 semi-trailers per day (8 In and 8 Out) for deliveries of pre-castsegments of the tunnel during Stage 5 of the construction period. It is furtherestimated that the likely peak hourly generation would be a maximum of 8 heavyvehicle movements and 12 light vehicle movements, as shown in Table 4.

Table 4 Inbound and outbound traffic at key intersections adjacent to theRiley Street construction compound

AM Peak PM Peak

Inbound Outbound Inbound Outbound

Light vehicle 10 2 2 10

Heavy vehicles for deliveries 2 2 2 2

Heavy vehicles for spoildisposal*

2 2 2 2

Total vehicles 14 6 6 14

* This assumes the stage works are not concurrent activities

The average daily traffic through the various road sections in the adjacent roads rangefrom 6,000 vehicles per day (Riley Street) and 9,600 – 11,000 vehicles per day (AlbionStreet). The peak hour volumes are estimated to range from 500 - 1,100 vehicles perhour.

It is generally noted that the existing road network currently operates close to capacityduring the midday business peak hour and the morning and afternoon peak hours.Previous assessments of the traffic conditions in the CBD have noted little sparecapacity and congestion during peak periods.

In comparison, the additional traffic brought about by the construction represents aminor increase in existing traffic. To illustrate, the likely generation of the Stage 2Dconstitutes approximately 0.02-0.03% of the existing peak hour traffic on Riley Street(500 vehicles per hour) and Albion Street (1,100 vehicles per hour). This increase isexpected to have an insignificant impact on the road sections and intersections in the


surrounding areas of the site. Noting that the existing conditions are already close tocapacity, it is unlikely that Stage 2D would result in a substantial additional adversetraffic impact.

4.1.2 Impact of partial and/or temporary road closures

Partial and/or temporary road closures along Riley Street or Albion Street may berequired during some stages of construction to enable heavy vehicle manoeuvres andto accommodate construction procedures. Such closures would impact on the existingtravel routes. Detour routes would be identified and appropriate advance notices, andwarning signs would be provided to notify motorist of changes to the traffic conditions.An activity specific traffic management plan would be prepared to ensure appropriatemeasures are implemented.

4.1.3 Impact on parking

It is anticipated that temporary possession of kerbside parking may be necessary toprovide suitable access to the construction site. Due to restricted space within theworksites, there may be requirements for some on road parking/waiting/unloading byconstruction traffic. Where this does not interfere with traffic lanes, such as wherethere is current parking, provision may be made for a dedicated construction zone.The contractor is expected to minimise the extent and number of these zones.

4.1.4 Impact on bus stops and bus routes

It is unlikely that the temporary changes to traffic conditions associated with the projectwould directly impact on operation of the nearest bus routes and bus stops which arelocated along Albion Street. Where necessary, consultation with the bus serviceprovider and City of Sydney Council at an early stage would assist in identifyingappropriate measures to minimise potential disruptions or temporary changes to thebus service.

4.1.5 Impact on pedestrians and cyclists

The Albion Street/Riley Street area are potentially high pedestrian activity zones owingto its proximity to Central CBD and the nearby residential land use, and hence there isthe potential for short term delays to pedestrian access along Riley Street/Albion Streetduring vehicle access and/or egress to the construction site, and to the Riley Streetconstruction site. Hoardings would include overhead protection to ensure thatpedestrian safety along the footpaths is maintained.

A pedestrian management plan would be developed as part of the ConstructionEnvironmental Management Plan (CEMP) to minimise potential impacts on pedestrianand cyclists movements. This would detail specific measures to be implemented tominimise impacts on pedestrian safety during activities such as vehicle access andegress to the construction sites. Riley Street is designated on-road cycling routes.Suitable detours would need to be investigated in detail and mitigation measures


implemented to manage pedestrian and cycle movements near and around theconstruction site.

4.2 Dalley Street

4.2.1 Site access arrangements

Access to the construction site would require controlled and managed vehicle accessto ensure that road safety is maintained at all times. The maximum estimated vehiclemovements per day at the Dalley Street site would comprise of 10 light vehiclemovements (5 In and 5 Out) for staff and visitors and 4 heavy vehicle movements (2 Inand 2 Out) for spoil disposal and 12 combined light and heavy vehicles (6 In and 6Out) for general deliveries during Stage 5 of the construction period. It is furtherestimated that the likely peak hourly generation would be a maximum of 4 heavyvehicle movements and 6 light vehicle movements, as shown in Table 5.

Table 5 Inbound and outbound traffic at key intersections adjacent to theDalley Street construction compound

AM Peak PM Peak

Inbound Outbound Inbound Outbound

Light vehicle 5 1 1 5

Heavy vehicles for deliveries 1 1 1 1

Heavy vehicles for spoildisposal*

1 1 1 1

Total vehicles 7 3 3 7

* This assumes the stage works are not concurrent activities

It is generally noted that the existing road network currently operates close to capacityduring the midday business peak hour and the morning and afternoon peak hours.Previous assessments of the traffic conditions in the CBD have noted little sparecapacity and congestion during peak periods.

In comparison, the additional traffic brought about by the construction represents aminor increase in existing traffic. To illustrate, the likely generation of the Stage 2Dconstitutes less than 0.01% of the existing peak hour traffic on Pitt Street/GeorgeStreet. This increase is expected to have an insignificant impact on the road sectionsand intersections in the surrounding areas of the site. Noting that the existingconditions are already close to capacity, it is unlikely that Stage 2D would result in asubstantial additional adverse traffic impact.

4.2.2 Impact of partial and/or temporary road closures

The shaft at Dalley Street would be constructed within the roadway and partial and/ortemporary road closures would be required during some stages of construction to


enable heavy vehicle manoeuvres and to accommodate construction procedures.Such closures would impact on the existing travel routes. Detour routes would beidentified and appropriate advance notices, and warning signs would be provided tonotify motorist of changes to the traffic conditions. An activity specific trafficmanagement plan would be prepared to ensure appropriate measures areimplemented.

4.2.3 Impact on access routes

Dalley Street is currently only able to be accessed from George Street, which is a verybusy intersection, or Underwood Street, which is a narrow street. Right hand turns fromPitt Street into Dalley Street are not permitted under the existing traffic controlprovisions.

It is suggested that Pitt Street intersection be also used as an alternative access toDalley Street to minimise the use of George Street. This arrangement would requiretemporary conversion to two-way traffic of Dalley Street and the banning of kerbsideparking at the eastern end of Dalley Street.

4.2.4 Impact on parking and access to underground car parks

It is anticipated that temporary possession of kerbside parking may be necessary toprovide suitable access to the construction site. Due to restricted space within theworksite, there may be requirements for some on road parking/waiting/unloading byconstruction traffic. Where this does not interfere with traffic lanes, such as wherethere is current parking, provision may be made for a dedicated construction zone.The contractor is expected to minimise the extent and number of these zones.

It is estimated that around 5 kerbside parking spaces may be utilised for constructionvehicles in front of the construction site. Access to the underground car parks wouldbe maintained and proper traffic management measures would be put in place toensure access is not restricted. This may also require the temporary removal ofkerbside parking along Dalley Street. In addition, to ensure the safety of the vehiclesto and from the carparks, installation of additional traffic mirrors may be required toprovide a better view of vehicle movements along Dalley Street.

4.2.5 Impact on bus stops and bus routes

It is unlikely that the temporary changes to traffic conditions associated with the projectwould directly impact on operation of the nearest bus routes and bus stops which arelocated along George Street and Pitt Street. Where necessary, consultation with thebus service provider and City of Sydney Council at an early stage would assist inidentifying appropriate measures to minimise potential disruptions or temporarychanges to the bus service.

4.2.6 Impact on pedestrians and cyclists

The northern portion of the Sydney CBD is a high pedestrian activity zone, and there isthe potential for short term delays to pedestrian access along George Street/Pitt Street


during vehicle access and/or egress to the Dalley Street construction site. Hoardingswould include overhead protection to ensure that pedestrian safety along the footpathsis maintained.

A pedestrian management plan would be developed as part of the ConstructionEnvironmental Management Plan (CEMP) to minimise potential impacts on pedestrianand cyclists movements. This would detail specific measures to be implemented tominimise impacts on pedestrian safety during activities such as vehicle access andegress to the construction sites. George Street and Pitt Street are also designated on-road cycling routes. Suitable detours would need to be investigated in detail andmitigation measures implemented to manage pedestrian and cycle movements nearand around the construction site.


5. Summary and conclusions

5.1 ConclusionIt is anticipated that the main traffic impacts of the project would occur due to operationof the Riley Street construction compound and with minimal impacts at Dalley Street.This is mainly due to the additional volume of construction traffic on normally lightly-trafficked local roads and the increase in heavy vehicle movements along the accessroads.

The volume and intensity of truck movements would vary according to the constructionstage. It is anticipated that the additional construction traffic due to the project can beadequately accommodated and managed at acceptable levels of service. The deliveryof materials and equipment and removal of spoil would be spread over the constructionperiod and the movement of these vehicles could be scheduled to minimise impact onthe local community, who would be kept informed of the progress of the constructionworks, potential impacts and safeguards incorporated.

As most of the construction activity will be confined within the construction site, trafficmovements within the site shall be managed by an appropriate traffic control plan forwork sites. Construction traffic would be restricted to separate entry and exit accesseswith a one-way flow within the site.

Off site, the main issue highlighted and identified is the issue of traffic safety in terms ofincreased heavy vehicle movements along the likely haul routes, the interactionbetween pedestrian traffic and the need for increased safety measures to safeguardthe well being of the road users. It is noted that the key roads and intersections areoperating close to capacity.

Although it is anticipated that the impact may be insignificant in terms of road capacity,measures should be implemented to minimise the impact of truck movements on theexisting road users. For instance, the majority of the truck movements for delivery ofequipment could be confined within the off peak period of the traffic movements at theCBD.

5.2 Mitigation measuresTraffic management issues would be addressed with the preparation of a TrafficManagement Plan as part of the CEMP. An event specific Traffic Management Planwould also be prepared if there are any special events in the CBD that wouldpotentially be impacted by traffic movements associated with the project. The time andduration of these events would be clearly noted and construction delivery processeswould be rearranged to cater to the affected days.

A number of mitigation measures would be implemented to ensure that transport andtraffic impacts arising from the project are minimised. These measures would beincorporated into a Traffic Management Plan for the project and be developed inconsultation with RTA and City of Sydney Council.


An important mitigation measure relating to construction traffic impacts would be theimplementation of a community information and awareness program. This awarenessprogram would be initiated prior to construction commencing and during theconstruction period to ensure that the local business establishments in the area arefully aware of the construction activities with particular regard to construction trafficaccessing the site. The awareness program shall identify communication protocols forcommunity feedback on issues relating to construction vehicle driver behaviour andconstruction related matters.

Additional measures that would be part of the Traffic Management Plan include:

In consultation with RTA and Council, develop Traffic Control Plans for each sitethat would detail general signposting of Riley Street and Dalley Street in theimmediate vicinity of the construction sites with appropriate heavy vehicle andconstruction warning signs;

Consultation with businesses adjacent to Dalley Street, particularly those withunderground car parks, to ensure that the plan includes management measures tomaintain access to these car parks throughout construction;

Development of a suitable vehicle detour route, if required during specificconstruction activities;

Installation of specific warning signs at entrances to the construction site to warnexisting road users of entering and exiting construction traffic;

Distribution of day warning notices to advice local road users of scheduledconstruction activities, road closures, detours, etc.;

Installation of appropriate traffic control and warning signs for areas identifiedwhere potential safety risk issues exist;

Preparation of a pedestrian management plan;

Management of the transportation of construction materials to maximise vehicleloads to therefore minimise vehicle movements; and

Inducting truck and vehicle operators on the requirements of the TrafficManagement Plan.


GHD

133 Castlereagh St Sydney NSW 2000-T: 2 9239 7100 F: 2 9239 7199 E: [email protected]

© GHD 2010

This document is and shall remain the property of GHD. The document may only be used for the purposefor which it was commissioned and in accordance with the Terms of Engagement for the commission.Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Reviewer Approved for IssueRevNo. Author

Name Signature Name Signature Date

00 S Manahan R Manahan P Carson 20/10/10

Appendix IConsistency with the Statement of Commitments forthe Sydney CityGrid Concept

121/19157/160687

Consistency with the Statement of Commitments for the Concept Plan

The following table considers the consistency of the Statement of Commitments in Chapter 17 with those in the Submissions Report and Preferred Project Report for theConcept Plan (2008). Where required, the commitments have been revised, updated, and included in Chapter 17 which also deails new commitments that are additional tothose provided in the Submissions Report and Preferred Project Report for the Concept Plan (2008).

Key issue Commitment Consistency of Stage 2D with the Commitment

Visual amenity Riley Street STSS and Services Control Room/City East Zone Substation/Dalley Street Zone Substation

A similar design review process as that conducted for Belmore Park Zone Substation would apply to new buildingsforming part of the Project. The design review process would therefore apply to the following Project components andwould need to be conducted during the preparation of future Project Approval EARs:

Riley Street STSS and Services Control Room (preferred location);

City East Zone Substation; and

Dalley Street Zone Substation refurbishment or replacement.

This commitment is not relevant to Stage 2D.Approval for the Riley Street STSS or servicescontrol room would be sought as part of Stage 2C.

A design review process has not been undertakenfor the refurbishment of the Dalley Street ZoneSubstation because works would involve replacinginternal plant and machinery and would notmaterially alter the external appearance of theexisting building.

Riley Street STSS and Services Control Room /City East Zone Substation/Dalley Street Zone Substation

During the preparation of future Project Approval EARs the following investigations would be undertaken:

develop options for the location and orientation of the design within the site to achieve best outcome for urbanfrontage;

review exterior materials and facade design in association with the design of the overall site development andbuilding design; and

review public domain impacts / design for streetscape.

This commitment is not relevant to Stage 2D.Approval for the Riley Street STSS or servicescontrol room would be sought as part of Stage 2C.Works at the Dalley Street Zone Substation involvereplacing internal plant and machinery and wouldnot materially alter the external appearance of theexisting building.

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Services Control Room

In the event of this alternative location being adopted, the following investigations would be undertaken during thepreparation of a future Project Approval EAR:

develop options for the location and orientation of the Services Control Room facility within the local area and theCook and Phillip Park / The Domain site to achieve preferred location with the least visual and physical intrusion;

review shaft design;

review Services Control Room facility exterior materials and design to determine appropriateness for location;

review any potential impacts on trees; and

review public domain design / proposals for areas of the park or street that are impacted by works.

This commitment is not relevant to Stage 2D as theservices control room would be located at the RileyStreet STSS and approval would be sought as partof Stage 2C.

Other Surface Works

During the preparation of future Project Approval EARs the following investigations would be undertaken:

develop refined understanding of local construction impacts;

review construction proposals;

review any potential impacts on trees;

review public domain design / proposals for areas of the parks or streets that are impacted by works; and

determine any disruption to pedestrian or traffic movements in the construction period or in the long term, and periodof construction on site.

This commitment relates to the scope ofinvestigations to be undertaken during preparationof Environmental Assessments. Stage 2D isconsistent with this commitment as these issueshave been addressed during preparation of thisEnvironmental Assessment.

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Traffic andaccess

Riley Street STSS and Services Control Room/City East Zone Substation/Surry Hills STS/Dalley Street ZoneSubstation /Alternative Services Control Room

During the preparation of future Project Approval EARs for the above Project elements the following investigations wouldbe undertaken:

assessment of site access and potential spoil disposal routes for heavy vehicles to/from the work site duringconstruction;

assessment of impacts on parking, public transport, pedestrian and cyclist access in the vicinity of the work siteduring both construction and operation phases;

obtaining traffic flow data along key sections of the road network in the vicinity of each of the construction work sitesand along surrounding spoil and delivery routes during construction;

assessment of traffic generation impacts on the surrounding road network’s traffic flows during both construction andoperation phases;

development of possible traffic and transport mitigation measures for both construction and operation phases,including the impacts of any road closure; and

construction phase mitigation measures and safeguards for these Project elements have been developed and arefound in Volume 2, Appendix C of the EAR. However, they would be further refined during the preparation of theProject Approval EARs.

This commitment relates to the scope ofinvestigations to be undertaken during preparationof Environmental Assessments. Stage 2D isconsistent with this commitment as these issueshave been addressed during preparation of thetraffic impact assessment for this EnvironmentalAssessment.

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Noise andvibration

Riley Street STSS and Services Control Room & CECT/City East Zone Substation/CSCT Extension/Dalley StreetZone Substation/Alternative Services Control Room

During the preparation of future Project Approval EARs for the above Project elements the following investigations wouldbe undertaken:

undertake a noise survey;

derive construction noise emission criteria in accordance with the principles set out in Volume 2, Appendix D of theEAR;

conduct a detailed construction noise assessment;

assess the need for required noise controls during the construction stage;

an operational noise and vibration assessment would be conducted for the Substations and STSS generallyfollowing the methodology used to assess the Belmore Park Zone Substation; and

the noise and vibration assessment would be refined for the Project Approval EAR for each work site and tunnelalignment. Site-specific regenerated noise and vibration rules can be established following early works, the resultsof which may require increased buffer distances to be allowed, or, alternatively, may permit a smaller buffer distancewhere closer-to-surface tunnelling works are preferable (and the regenerated noise and vibration impacts are provento be less than anticipated at this Concept EA stage).

This commitment relates to the scope ofinvestigations to be undertaken during preparationof Environmental Assessments. Stage 2D isconsistent with this commitment as these issueshave been addressed during preparation of thenoise and vibration impact assessment for thisEnvironmental Assessment.

Riley Street STSS, Services Control Room & CECT

It is recommended that a week-long unattended noise survey is undertaken in up to four locations around the work site.The most suitable locations for the survey appear to be:

east of work site - rear of strata units at 329 Crown Street;

north of work site - front of terrace house at 82 Ann Street;

west of work site - front of townhouse at 299 Riley Street; and

south of work site - mid/upper floor balcony of a residential unit in 300 Riley St/ 127 Albion Street facing AlbionStreet.

This commitment relates to background noisemonitoring required to be undertaken for noise andvibration assessments that are part of subsequentEnvironmental Assessments. The intent of thiscommitment is to monitor background noise levelsat sensitive receivers in close proximity to the RileyStreet site. Stage 2D is consistent with thiscommitment as background noise monitoring wasundertaken at sensitive receivers in the immediatevicinity of those nominated in the commitment.

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CSCT ExtensionBased on Heggies Pty Ltd review of the site, it is recommended that a week-long unattended noise survey is undertakenin Little Albion Street, Surry Hills. The most suitable location for the survey appears to be any of the terraced houses at14-22 Little Albion Street.

This commitment relates to background noisemonitoring required to be undertaken for noise andvibration assessments that are part of subsequentEnvironmental Assessments. The intent of thiscommitment is to monitor background noise levelsat sensitive receivers in close proximity to the RileyStreet site. Stage 2D is consistent with thiscommitment as background noise monitoring atrepresentative locations.

Europeanheritage &Aboriginalarchaeology

Riley Street STSS, Dalley Street and City East Zone Substations

During the preparation of future Project Approval EARs for the above Project elements, the following investigationswould be undertaken:

the archaeological potential and significance of the Dalley Street and City East zone substation sites should bereassessed once the exact study areas and nature of impacts are known. This would require additional historicalresearch; and

The Dalley Street and City East zone substation sites are likely to require archaeological testing to determine thenature and integrity of archaeological remains. If substantive remains are identified these would need to be subjectto a detailed archaeological recording program.

This commitment relates to the scope ofinvestigations to be undertaken during preparationof Environmental Assessments. Stage 2D isconsistent with this commitment as these issueshave been addressed during investigation ofarchaeological impacts as part of thisEnvironmental Assessment. Archaeological testingwould be undertaken during the initial stages ofconstruction, once the existing road surface hasbeen removed.

Alternative Services Control Room

During the preparation of future Project Approval EARs for the above Project elements, the following investigation wouldbe undertaken:

the nature of possible remains in the Cook and Phillip Park area should be revisited once the location of the controlroom is known.

This commitment is not relevant to Stage 2D as theservices control room would not be located in thevicinity of Cook and Phillip Park.

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Spoil andWasteManagement

A number of mitigation measures and safeguards have been developed and would be further investigated during thepreparation of future Project Approval EARs:

wherever practicable spoil would be reused as part of the Project;

sites for the disposal of surplus soil would be selected according to the rate of development activity and the volumeof material generated elsewhere;

spoil that is not VENM would be transported to approved landfill sites and/or off-site recycling depots;

spoil haulage routes identified in Chapter 9 of the EAR would be used; and

as part of the CEMP a Spoil Handling and Management Sub Plan would be prepared which would identify how spoilwould be handled, stockpiled, re-used and disposed. It would address the principles of all relevant legislation.

The corresponding commitment in Chapter 17 isconsistent with the intent of the originalcommitment as it would ensure that spoil and wasteis appropriately managed, managed in accordancewith DECC (2008) Waste Classification Guidelinesand specific measures would be defined in theSpoil and Waste Management sub-plan that wouldbe part of the CEMP.

Air QualityandGreenhouseGasEmissions

During the preparation of further Project Application EARs, detailed assessment of air quality impacts and greenhousegas emissions would be undertaken. These assessments would also include the investigation and recommendation ofmitigation measures to be adopted during the construction and operation of the Project.

This commitment relates to the scope ofinvestigations to be undertaken during preparationof future Environmental Assessments. It has beendeleted as the commitment has been met duringpreparation of this Environmental Assessment.

A greenhouse gas emission assessment will beundertaken in accordance with MCoA 3.1(i). As thisMCoA relates to the emissions associated with SF6from transformers, the assessment will be preparedas part of the Environmental Assessment for Stage2A(ii) of the City East Zone Substation.

Hazards andRisks

A number of mitigation measures and safeguards have been developed for construction and operational riskmanagement and EMF and would be further investigated during the preparation of future Project Approval EARs. This commitment relates to the scope of

investigations to be undertaken during preparationof future Environmental Assessments. It has beenmet during preparation of this EnvironmentalAssessment. This involved undertaking a riskassessment workshop to identify risks relevant toStage 2D and progressively evaluating risks basedon the outcome of specialist investigations that arepresented in the Environmental Assessment. Thisis considered to be consistent with the originalcommitment.

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Soil andWater/GroundwaterQuality

A number of mitigation measures and safeguards have been developed and would be further investigated during thepreparation of future Project Approval EARs:

assessment of water quality objectives to be achieved and likely construction treatment facilities required prior todischarging waters to the receiving waters;

assessment of water quality monitoring regimes to be adopted during construction and required emergencymanagement plans to address key issues such as tunnel flooding and unexpected discharge of contaminatedwaters; and

assessing a means of minimising the entry of surface water and groundwater to the tunnel and the means ofdisposal of any such water entering the tunnel including identification of any proposed use of existing drainageinfrastructure and the means of minimising any adverse impacts.

This commitment relates to the scope ofinvestigations to be undertaken during preparationof future Environmental Assessments. Stage 2D isconsistent with this commitment as these issueshave been addressed during investigation ofsurface and groundwater impacts as part of thisEnvironmental Assessment.

Chapter 17 outlines additional commitments thathave been developed to minimise and manage theimpacts associated with Stage 2D, including thetreatment of surface and groundwater prior todischarge from the site. This is considered to beconsistent with the intent of the originalcommitment.

Property,Land use andSettlement

Further investigations and design are required to assess the risks of settlement in potential areas of groundwaterdrawdown. It is proposed to prepare a detailed assessment of these issues in future EARs required for the Project,develop mitigation measures and outline construction phase management sub-plans.

This commitment has been refined to reflect thatfurther investigation would be undertaken duringthe detailed design for Stage 2D based on theresults of additional geotechnical investigations tominimise potential impacts associated with groundsettlement and stability. This is considered to beconsistent with the intent of the originalcommitment.

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ConsultationandStakeholderLiaison

EnergyAustralia would continue liaison with all affected stakeholders and receivers. In particular, stakeholder deedswould be put in place with key Government agencies and top tier infrastructure owners / operators. These wouldinclude, for example, but not necessarily be limited to:

– RTA / CCM;

– City of Sydney Council;

– RailCorp;

– Sydney Metro;

– Minister of Transport;

– TransGrid;

– Royal Botanic Gardens and The Domain Trust; and

– Sydney Light Rail.

EnergyAustralia would continue with public consultation during the detailed design, construction and operationalstages of the Project. Consultation with business and residents would consist typically of discussions, newslettersand community information sessions.

Stage 2D is consistent with this commitment asEnergyAustralia would continue to consult withaffected stakeholder and receivers. Consultationwould be in accordance with a CommunityInformation Plan prepared to address therequirements of MCoA 4.3.

Cumulativeimpacts

EnergyAustralia would endeavour to ensure that cumulative impacts can be avoided through precise management ofprojects and communication with other authorities.

Stage 2D is consistent with this commitment ascumulative impacts associated with Stage 2Cwould be assessed during preparation of theEnvironmental Assessment for that stage. Thiswould involve development of managementmeasures and communication with otherauthorities.

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