Morisset 2 Review of Environmental Factors - Transport for NSW ...

Digital Train Radio System 

Teralba Site 

Review of Environmental Factors Report 

October 2012 

Page 1 of 78

Table of Contents 

Executive Summary .................................................................................................................... 4 

1 Introduction ....................................................................................................................... 7 

1.1 Background to the Project ........................................................................................ 7 

1.2 Background to the Teralba Site ................................................................................ 8 

1.3 Location and Land Use............................................................................................. 8 

1.4 Consultation ............................................................................................................ 13 

2 Statutory Position and Requirements........................................................................... 15 

2.1 Environmental Planning and Assessment Act 1979............................................... 15 

2.2 State Environmental Planning Policy (Infrastructure) 2007 .................................... 16 

2.3 Confirmation of Statutory Position .......................................................................... 16 

2.4 Other Relevant Environmental Planning Instruments............................................. 17 

2.5 Other NSW Legislation ........................................................................................... 18 

2.6 Commonwealth Legislation..................................................................................... 21 

2.7 Ecologically Sustainable Development................................................................... 22 

2.8 Other Guidelines ..................................................................................................... 23 

2.9 Licences and Approvals.......................................................................................... 23 

3 Description of the Proposal ........................................................................................... 24 

3.1 Scope of Proposed Works ...................................................................................... 24 

3.2 Construction Methodology ...................................................................................... 26 

3.3 Timing and Costing ................................................................................................. 28 

3.4 Alternatives to the DTRS ........................................................................................ 29 

3.5 Alternatives to the Teralba Site............................................................................... 31 

3.6 Justification of the Preferred Option ....................................................................... 32 

4 Environmental Impact and Risks .................................................................................. 34 

4.1 Landforms, Geology and Soils................................................................................ 34 

4.2 Water Quality and Hydrology.................................................................................. 35 

4.3 Air Quality ............................................................................................................... 37 

4.4 Biodiversity.............................................................................................................. 38 

4.5 Noise and Vibration................................................................................................. 39 

4.6 Heritage .................................................................................................................. 44 

4.7 Waste...................................................................................................................... 46 

4.8 Contaminated Land................................................................................................. 47 

4.9 Hazardous Materials ............................................................................................... 48 

4.10 Visual Aesthetics and Urban Design ...................................................................... 49 

4.11 Land Use................................................................................................................. 52 

4.12 Socio-Economic Effects.......................................................................................... 52 


4.13 Electromagnetic Energy (EME) .............................................................................. 53 

4.14 Traffic and Access .................................................................................................. 54 

4.15 Utilities and Services............................................................................................... 55 

4.16 Light spill ................................................................................................................. 55 

4.17 Demand on Resources ........................................................................................... 55 

4.18 Cumulative Environmental Effects.......................................................................... 56 

4.19 Consideration of Clause 228 of EP&A Regulations and EPBC Act ....................... 57 

4.20 Summary of Control Measures ............................................................................... 60 

4.21 Implementation Process ......................................................................................... 66 

5 References....................................................................................................................... 67 

Appendix 1: Principles from the Telecommunications Facilities Guidelines ..................... 68 

Appendix 2: Design Plans ........................................................................................................ 75 

Appendix 3: Database Searches.............................................................................................. 76 

Appendix 4: Electro- Magnetic Energy (EME) Reports.......................................................... 77 

Appendix 5: Site 195 Teralba Geotechnical Advice............................................................... 78 


Executive Summary 

Need for the Proposal 

RailCorp currently operates an analogue train radio system known as MetroNet for operational 

communications between signallers and train drivers. This system has reached the end of its 

serviceable life and requires replacement. The New South Wales Government and RailCorp 

have begun work on the implementation of a Digital Train Radio System (DTRS) which will 

replace this analogue system and address a number of recommendations from the Waterfall 

Special Commission of Inquiry (WSCOI). The DTRS will be a secure digital train radio system 

designed to provide reliable voice and data communications on a Global Systems Mobile – 

Railway (GSM-R) platform. 

The DTRS will provide 100% radio coverage for approximately 1455 kilometres of RailCorp’s 

electrified network as well as more than 60 tunnels covering approximately 70 kilometres and 

has an expected design life of at least 15 years. UGL Infrastructure has been contracted to 

design, construct, and commission and maintain the DTRS. 

Proposal Description 

The Teralba base transceiver station (BTS) will be installed in a cleared, grassy area about 24 

metres northwest of the track on the Newcastle and Central Coast Line. Teralba railway station 

is about 280 metres northeast of the proposed site. 

The proposed work will involve the elements listed below. 

• A new 20 metre tall steel monopole with a bored pile foundation. The pole will have a 1500 

millimetre lightning rod installed at the top and be hinged about 1200-1400 millimetres from 

the base to assist in erection but, once established, the hinge will be bolted in order to fix 

the monopole in place. 

• Two Argus panel antennas mounted onto the monopole while the pole is on the ground. 

Once erect the antennas will be situated a height of 19 metres. 

• One aboveground BTS cabinet, which will contain all necessary radio frequency equipment 

(about 880 millimetres wide, 1000 millimetres long and 1700 millimetres tall) and one 

power cabinet (same dimensions). Both will be installed on a concrete slab about two 

metres from the monopole. 

• Conduit feeder cables to connect to the existing power and fibre supply, installed at a depth 

of at least 600 millimetres. 

• The proposed LV supply is a single phase supply from an Ausgrid metering panel located 

within the existing RailCorp pad mount transformer kiosk located approximately 85metres 

away and on the same side of the track as the proposed BTS site. 


• Installation of an underground earth grid that comprises a series of copper stakes and 

earth wires that form a circuit attached to the earth rod. 

• Other associated and necessary activities to ensure the proper functioning of the radio 

communications facility including earthing, safe access, signage and bollards for vehicle 

protection. 

Approval Process 

The proposal is being assessed under Part 5 of the Environmental Planning and Assessment 

Act 1979 (EP&A Act) which requires RailCorp to consider the environmental impacts of the 

proposal. 

This Review of Environmental Factors Report (REF) has been prepared to address the 

requirements of the EP&A Act. It assesses the potential environmental impacts of the proposal 

within the context of Clause 228 of the Environmental Planning and Assessment Regulation 

2000 and the Threatened Species Conservation Act 1995 (TSC Act). The requirements of the 

Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) are 

also considered. 

Environmental Impact Assessment 

The benefits of the proposal cannot be achieved without some degree of environmental impact. 

The impacts resulting from construction and operation of the facility have been assessed in this 

REF. This REF concludes that, subject to the implementation of mitigation measures, potential 

environmental impacts can be controlled and reduced to acceptable levels and, therefore, work 

will not compromise the health, diversity and productivity of the environment for the benefit of 

future generations. 

The main environmental issues relate to construction impacts such as erosion and 

sedimentation risks as well as short-term traffic, air quality and noise issues for nearby 

receivers. Such impacts will be managed through the implementation of a Construction 

Environmental Management Plan (CEMP). 

In the long term, a new monopole will be introduced into the visual landscape. The monopole 

and its antennas will not be bulky and will be partially screened by vegetation along the rail 

corridor. However, the BTS cabinets and/or top of the monopole may be visible to some 

residents on Railway Street and Rhondda Street and industrial and commercial areas along 

Railway Street, Rhondda Street and Park Street. Electromagnetic energy (EME) impacts have 

also been considered and the EME levels for the proposal will be well within the limits set by the 

Australian Radiation Protection and Nuclear Safety Agency (ARPANSA). 

Environmental Management 

A CEMP will be prepared for the site, following the REF determination. The plan will further 

detail REF mitigation measures and will be prepared in accordance with the following: 


• Guideline for the Preparation of Environmental Management Plans (Department of 

Infrastructure, Planning and Natural Resources, 2004); and 

• The Environmental Management Plan for DTRS (UGL Infrastructure, 2010). 

The following sub-plans are proposed in the REF and will be prepared concurrently with CEMP: 

• Erosion and Sedimentation Plan; 

• Water Management Plan; 

• Waste Management Plan; and 

• Traffic Management Plan. 

The CEMP, including all sub-plans, will be reviewed and approved by RailCorp before 

construction begins. 


1 Introduction 

1.1 Background to the Project 

RailCorp currently operates an analogue train radio system known as MetroNet for operational 

communications between signallers and train drivers. This system has reached the end of its 

serviceable life and requires replacement. The New South Wales Government and RailCorp 

have begun work on the implementation of a Digital Train Radio System (DTRS) which will 

replace this analogue system and address a number of recommendations from the Waterfall 

Special Commission of Inquiry (WSCOI). 

The primary objectives of the DTRS project are to: 

• Provide continuous radio coverage across 100% radio of RailCorp’s electrified network; 

• Replace and improve on the current RailCorp MetroNet communications system; 

• Provide a technology platform for future development of the automatic train protection 

system (ATP); and 

• Adopt best management and administrative practices while complying with the principles of 

ecologically sustainable development. 

The DTRS will provide secure and reliable voice and data communications via a Global 

Systems Mobile – Railway (GSM-R) platform. It will be used by train controllers, train drivers, 

train guards and signallers. The system is designed to allow for growth in both the size of the 

network and the number of services using it. It will be compatible with communications systems 

used by other users of the network, e.g. freight operators. 

The DTRS will provide 100% radio coverage along approximately 1455 kilometres of the 

RailCorp electrified network as well as in 66 tunnels covering approximately 70 kilometres and 

has an expected design life of at least 15 years. 

The DTRS will include: 

• A main switching centre at a CBD location; 

• A geographically separated back-up switching centre at Homebush; 

• On-train equipment in approximately 675 train cabs; 

• About 250 base transceiver stations (BTS) as well as other base stations in tunnels; 

• Approximately 65 dispatcher terminal units; and 

• Capability to provide staff with handheld terminals. 

The DTRS will provide continuous coverage along the entire RailCorp electrified network for ontrain 

radios and permit at least 14 simultaneous voice calls from each base station. 


DTRS systems are now widely used as a standard by major rail operators in Europe and Asia. 

In Australia, GSM-R is being installed on the Melbourne train network by the Victorian 

Government. 

1.2 Background to the Teralba Site 

The proposed base transceiver station (BTS) at Teralba is part of the DTRS that is being 

developed along RailCorp’s electrified lines. The proposal at Teralba is for a new BTS, which 

will provide coverage along a 6.3 kilometre section of track between Booragul 2 and Cockle 

Creek on the Newcastle and Central Coast Line. 

The Teralba BTS is one of about 250 radio facilities which will provide an enhanced, efficient 

and reliable communication system for RailCorp’s electrified railway network. 

1.3 Location and Land Use 

Site Name 

Teralba 

Street Address Railway corridor off Railway Street, Teralba NSW 2284 

Property Description 

Railway Line 

Chainage 

Newcastle and Central Coast Line 

Newcastle and Central Coast Line 

N147+205 

Site Co-ordinates Latitude: -32.964174 

Longitude: 151.601021 

Reference system: GDA94 

Local Government Area 

NSW State Electorate 

Catchment 

Nearest Railway Station 

Lake Macquarie City Council 

Lake Macquarie 

Lake Macquarie 

Teralba 

The proposed BTS site is on the north-western side of the rail corridor about 280 metres 

southwest of Teralba railway station (refer Figure 1 and Figure 2). The site is on level ground in 

a cleared, grassy area, about 24 metres from the railway track (Figure 3). 

The site is within the Lake Macquarie Local Government Area (LGA) and the proposed works 

will be undertaken on land in Zone 5 – Infrastructure. 

Land around the site is used for the purposes listed below. 


• To the north extends low density residential development surrounded by some vacant 

bushland. The closest residential receiver is along Railway Street about 70 metres from the 

site. To the northeast about 280 metres away is Teralba railway station. 

• Directly to the east is the Newcastle and Central Coast railway track and associated rail 

corridor. On the alternate side of the tracks is an industrial site (about 65 metres away). 

Further east is low density residential areas with scattered commercial buildings 

predominantly along Anzac Parade and York Street. Newcastle Pentecostal Family Church 

is about 390 metres east of the site. 

• To the south continues the railway line. On the other side of the line spans industrial sites 

mainly associated with Park Street and Pitt Street. Further south along James Street and 

Awaba Street is low density residential development. About 380 metres southeast is the 

Waterview Aged Care Facility. About 470 metres south is the Westlakes Retirement 

Village. 

• To the west lies further industrial areas including buildings associated with servicing the 

former colliery now known as the Teralba Business and Storage Park. 

• There are no child care centres within 500 metres of the proposed site. 

There is adequate vehicle and pedestrian access to the site through the existing railway gates 

off Railway Street, approximately 40 metres north of the site. The access track is suitable for 

construction vehicle access. 

The climate in the area is similar to other parts of the Sydney Basin. The Newcastle University 

weather station is the closest station and indicates that weather in the area is strongly 

influenced by the coast to the east. The site has an elevation of approximately 21 metres. The 

area experiences extremes of climate, having a peak monthly precipitation of 141.7 millimetres 

in February and the least rainfall in January with an average rainfall of 60.7 millimetres. The 

majority of the annual rainfall occurs in the autumn months. Like much of south-eastern 

Australia, precipitation and temperature in these areas is highly variable between years and 

between locations. The area experiences average daily temperatures from 13.5 to 23.8 

degrees. 

RailCorp vegetation map for Morisset to Teralba indicates the site is on land subject to slashing 

with various species of weeds (specific species not listed). The adjacent area of corridor lists 

weeds such as Lantana, Camphor and Tobacco. The site is within the Lake Macquarie 

catchment. 

There are several heritage items within 500 metres of the site (refer section 4.6). The closest 

item is the Teralba Railway Residence of 148 Railway Street about 150 metres northeast of the 

site which is heritage listed by RailCorp and the State Government. 


Figure 1 

Proposed site and surrounds 

© 2011 Google – Image © 2011 Sinclair Knight Merz © 2011 Whereis® Sensis Pty Ltd 


Figure 2 

Site location map 

Map section reproduced with permission of UBD. 

Copyright Universal Publishers Pty Ltd DD 06/11 


Figure 3 

View of site looking southwest along the rail corridor 


1.4 Consultation 

The consultation activities for the proposed work are outlined below. These measures will help 

ensure stakeholders are informed of the proposal and that RailCorp meets its obligations under 

the State Environmental Planning Policy (Infrastructure) 2007 (ISEPP). Consultation activities 

and work practices will be undertaken in accordance with community relation protocols and 

requirements as per RailCorp’s Communications Management Plan. 

Three main consultation activities will take place. 

1) Communication with local councils and regulatory authorities 

Consultation with the local council and other regulatory authorities is required by the SEPP 

(Infrastructure) 2007. This will include notification of and liaison with Lake Macquarie City 

Council/other government agencies/utilities is required with regards to temporary impacts that 

the work may have on the nearby community (traffic, parks, stormwater etc.). 

2) Communication with residents and businesses within a 500 metre radius of works and 

at nearby train station 

Consultation with nearby residents, schools and other community facilities is required. A 

number of consultation activities will be undertaken and are outlined below. 

• Letter: a letter will be sent to all properties within a 500 metre radius detailing the DTRS 

project and the scope of works that will be undertaken for the Teralba BTS site. 

• Display of REF: the final REF will be made available at www.railcorp.info before work 

begins. Council will also be given a hard copy and a link to the DTRS section of the 

RailCorp website. 

• “Face to face” consultation: direct consultation will be undertaken with nearby residents 

and they will be given opportunity to discuss the DTRS works. 

• Contact hotline: a project telephone line will be established for the community to obtain 

further information during business hours. 

Community relations for the Teralba BTS proposal will specifically be targeted at: 

• Residents along Rhondda Road, Railway Street, Watkins Lane, York Street, Margaret 

Street, Anzac Parade, Cumberland Street, Park Street, Pitt Street, Park Street, Awaba 

Street, Myrtle Street, James Street and Williams Street; 

• Businesses/industrial areas along parts of Railway Street, Park Street, Pitt Street, Anzac 

Parade, Myrtle Street and York Street; 

• Community facilities including the Teralba railway station, Waterview Aged Care Facility, 

Westlakes Retirement Village and Newcastle Pentecostal Family Church. 

3) Notification and community relations during construction and commissioning works 

with Council, nearby community and commuters at Teralba Station. 


Additional information about the upcoming work will be provided to the nearby community and 

Lake Macquarie City Council at least five days before work begins. This information will include 

specific detail regarding activities, works hours, traffic control measures and 

compound/assembly location. 

Communication with the community will take place before and during construction. Activities will 

include face-to-face communication with nearby community members, notifications, contact 

phone line and fact sheets. 

DTRS fact sheets will be at Teralba Station. 

4) Summary 

Feedback received during pre-construction consultation will be compiled into a summary report 

and taken into consideration. It will then be used, along with the REF, to determine whether the 

development should proceed and what, if any, changes need to be made. 


2 Statutory Position and Requirements 

The description of the proposed works and the associated environmental impacts has been 

undertaken in the context of Clause 228 of the Environmental Planning and Assessment 

Regulation 2000, the Threatened Species Conservation Act 1995 (TSC Act), and the 

(Commonwealth) Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). 

In doing so, this REF helps fulfil the requirements of Section 111 of the Environmental Planning 

and Assessment Act 1979 (EP&A Act), that RailCorp must examine and take into account, to 

the fullest extent possible, all matters affecting or likely to affect the environment by reason of 

the activity. The legislative framework relevant to the proposed works and associated approvals 

is set out in the following sections. 

2.1 Environmental Planning and Assessment Act 1979 

The proposal comprises an ‘activity’ for the purposes of Part 5 of the Environmental Planning 

and Assessment Act 1979 (the EP&A Act). As the determining authority for the purposes of Part 

5 of the EP&A Act, RailCorp must examine and take into account to the fullest extent possible 

all matters affecting or likely to affect the environment by reason of that activity, in accordance 

with section 111 of the EP&A Act. 

To document RailCorp’s considerations under Part 5 of the EP&A Act, RailCorp is required to 

prepare a Review of Environmental Factors Report (REF), which includes mitigation measures 

to manage and minimise impacts on the environment. The REF document will be exhibited and 

made publicly available. During the exhibition period, the community are encouraged to make 

submissions to RailCorp on the proposal and any potential environmental impacts. 

Prior to determining to proceed with the project, RailCorp will consider issues raised in 

submissions and respond to community feedback. RailCorp may propose changes to the 

proposal and detail these in the determination report. These reports would be made available to 

the public on the RailCorp website (www.railcorp.info). 

Should RailCorp determine to proceed, the proposal would be constructed and operated in 

accordance with the mitigation measures proposed in the REF, submissions report and any 

conditions of approval. 


2.2 State Environmental Planning Policy (Infrastructure) 2007 

The State Environmental Planning Policy (Infrastructure) 2007 (ISEPP) provides a consistent 

planning regime for infrastructure and the provision of services across NSW, along with 

providing for consultation with relevant public authorities during the assessment process. 

The ISEPP provides for the development of certain activities for a range of infrastructure types. 

The ISEPP indicates whether an activity is permissible with or without consent, and on what 

land the activity is permissible. 

Section 76 of the EP&A Act states that “if an environmental planning instrument provides that 

specified development may be carried out without the need for development consent, a person 

may carry the development out, in accordance with the instrument, on land to which the 

provision applies.” However environmental assessment of the development may nevertheless 

be required under Part 5. 

2.3 Confirmation of Statutory Position 

Clause 79(1) of the State Environmental Planning Policy (Infrastructure) 2007 (ISEPP) provides: 

“Development for the purpose of a railway or rail infrastructure facilities may be 

carried out by or on behalf of a public authority without consent on any land.” 

The proposal is for the installation of a new base transceiver station (new monopole, antennas 

and power and BTS cabinets), which is consistent with the definition of a rail infrastructure 

facility under Clause 78, which includes “signalling, train control, communication and security 

systems”. 

In addition Clause 114(1) provides: 

“Development for the purposes of telecommunications facilities (including radio 

facilities) may be carried out by a public authority without consent on any land.” 

The proposal also meets the definition of a telecommunication facility under Clause 113 of the 

ISEPP. RailCorp is a state-owned operating entity in the transport portfolio. It is classified as a 

public authority under Section 4 of the EP&A Act. 

Accordingly, this proposal (construction of a new BTS at Teralba) is being assessed under Part 

5 of the EP&A Act. RailCorp is the proponent and determining authority as per the provisions of 

Section 110 of the EP&A Act. 


2.4 Other Relevant Environmental Planning Instruments 

State Environmental Planning Policy No. 4 Development Without Consent and 

Miscellaneous Complying Development 

The proposal is not classified as “exempt development” or “complying development” under the 

provisions of SEPP 4. 

State Environmental Planning Policy No. 14 – Coastal Wetlands 

This policy applies to local government areas outside the Sydney metropolitan area that front 

the Pacific Ocean and is, therefore, not applicable. 

State Environmental Planning Policy No. 19 – Bushland in Urban Areas 

This SEPP protects and preserves bushland within certain urban areas, as part of the natural 

heritage or for recreational, educational and scientific purposes. Lake Macquarie LGA is listed in 

Schedule 1 as an area where bushland needs to be preserved. However, the proposed work 

will not require the removal of vegetation, so no further consideration of this SEPP is required. 

State Environmental Planning Policy No. 26 – Littoral Rainforests 

The proposed site is outside the littoral protection areas designated in the Littoral Rainforests 

SEPP, so no further consideration of this SEPP is required. 

State Environmental Planning Policy No. 44 – Koala Habitat Protection 

Lake Macquarie LGA is listed in Schedule 1 as an area nominated by this SEPP as containing 

habitat for koalas, however, the proposed work will not require the removal of vegetation, so no 

further consideration of this SEPP is required. 

State Environmental Planning Policy No. 55 – Remediation of Land 

SEPP 55 provides for a consistent state-wide planning approach to the remediation of 

contaminated land. The policy states that land must not be developed if it is unsuitable for a 

proposed use because it is contaminated. If the land is unsuitable, remediation must take place 

before the land is developed. The presence of contamination will be determined during 

excavation works and a suitable remediation plan will be developed, if required. 

State Environmental Planning Policy No. 71 – Coastal Protection 

The proposed site is within the designated coastal protection zone; however, the proposed 

development does not oppose the aims set out under Clause 2 of the SEPP. In addition, the 

State Environmental Planning Policy Infrastructure 2007 (ISEPP) allows for the proposal to 

proceed without development consent (refer Section 2.2 and Section 2.3 for more detail). 


State Environmental Planning Policy (Major Development) 2005 

This SEPP identifies certain developments which are deemed major projects. As this proposal 

comprises an ‘activity’ for the purposes of Part 5 of the EP&A Act this SEPP does not apply to 

the proposal. 

State Environmental Planning Policy (Sydney Drinking Water Catchment) 2011 

The site is in the Lake Macquarie catchment and is not part of a drinking water catchment. This 

SEPP does not apply to the proposal. 

Lake Macquarie Local Environmental Plan 2004 

The proposed site is in the Lake Macquarie LGA and is subject to the Lake Macquarie Local 

Environmental Plan 2004 (Lake Macquarie LEP). The proposed works will be undertaken in the 

rail corridor, which is in Zone 5 – Infrastructure. 

Development for the purposes of utility installations is permissible in Zone 5 with consent, under 

Clause 15 of the Lake Macquarie LEP. 

The State Environmental Planning Policy Infrastructure 2007 (ISEPP) also allows for the 

proposal to proceed without development consent (refer Section 2.2 and Section 2.3 for more 

detail). 

2.5 Other NSW Legislation 

Crown Lands Act 1989 

The proposed work will not be undertaken on crown land and the provisions of this act are not 

applicable to the proposal. 

Electricity Supply Act 1995 

The Electricity Supply Act 1995 and Electricity Supply (General) Regulation 2001 set out certain 

notification and procedural requirements in relation to excavation. 

Section 63Z provides: 

(1) A person must not commence to carry out excavation work to which this section 

applies, or authorise such excavation work to be commenced, unless the person has 

first: 

(a) Contacted the designated information provider and requested information as to the 

location and type of any underground electricity power lines in the vicinity of the 

proposed work, and 

(b) Complied with any reasonable procedures of the designated information provider as 

to the manner of contacting the designated information provider and the information to 

be provided by the person in connection with the person’s request for information, and 

(c) Allowed a reasonable period for the requested information to be provided. 


Clause 104B of the Electricity Supply (General) Regulation 2001 provides: 

(1) Work of the following kind that is carried out within the distribution district of a 

distribution network service provider is excavation work to which section 63Z of the Act 

applies… 

(b) Excavation that is, or is carried out in connection with, an activity within the meaning 

of Part 5 of the Environmental Planning and Assessment Act 1979. 

Consultation with the relevant service provider will occur in accordance with these provisions. 

Heritage Act 1977 

Section 57(1) of the Heritage Act 1977 lists the types of activities/works that require approval 

from the Heritage Office when working on/in an item/place listed on the State Heritage Register. 

An application for an exemption can also be made under some circumstances. 

The proposed work is to be undertaken in an area where no state heritage items are located 

and approval under the Heritage Act is not required. More information about heritage is included 

in Section 4.6. 

National Parks and Wildlife Act 1974 

The excavating, moving or exhibiting of Aboriginal objects requires a permit under Section 87 of 

the National Parks and Wildlife Act 1974 (NPW Act). The harming or desecrating of Aboriginal 

objects or places is an offence under Section 86 of the NPW Act. Under Section 90, an 

Aboriginal heritage impact permit may be issued in relation to a specified Aboriginal object, 

Aboriginal place, land, activity or person or specified types or classes of Aboriginal objects, 

Aboriginal places, land, activities or people. 

There are no Aboriginal objects or places known to occur in the immediate vicinity of the site 

and no known items or places will be affected by the proposed work. Further, the likelihood of 

uncovering Aboriginal heritage items is considered low (refer Section 4.6). Safeguards have 

been proposed to address circumstances if an unexpected find occurs. 

All native birds, reptiles, amphibians and mammals, except the dingo, are protected in NSW 

under the NPW Act. The harming of protected fauna is prohibited under the NPW Act, but an 

exemption applies in relation to things that are essential to the carrying out of an activity to 

which Part 5 of the EP&A Act applies and where the determining authority has complied with 

the provisions of that part. Potential impacts to fauna are considered in Section 4.4. 

Protection of the Environment Operations Act 1997 

In accordance with Section 55 of the Protection of the Environment Operations Act 1997 (POEO 

Act), RailCorp holds an Environment Protection Licence (EPL), number 12208. The EPL applies 

to the NSW Rail Network as defined in the Transport Administration Act 1988 for the purposes 

of ‘railway systems’, which is a scheduled activity under the POEO Act. 


Under the provisions of the licence, RailCorp is required to seek a modification to the licence for 

certain ‘scheduled’ activities. However, the proposed works are not listed as a scheduled 

activity under the POEO Act, and hence RailCorp is not required to seek a modification to its 

licence under the POEO Act. Also, the works associated with the proposal will be confined to 

land on which is currently used by the railway. The proposed works would comply with the 

requirements of the EPL 12208, in addition to the general obligations set out in the POEO Act, 

and would not require a variation. 

Roads Act 1993 

Under Section 138 of the Roads Act 1993, a person must not “erect a structure or carry out a 

work in, on or over a public road, or dig up or disturb the surface of a public road...” other than 

with the consent of the appropriate roads authority. 

Railway Street will be used to access the proposed site and is not a classified road under the 

meaning of the Roads Act. Further, no structures or works will be erected or undertaken on 

Railway Street. Approval from the Roads and Maritime Services will not be required. 

Threatened Species Conservation Act 1995 

The Threatened Species Conservation Act 1995 (TSC Act) is directed at conserving threatened 

species, populations and ecological communities of animals and plants. Threatened species, 

populations, endangered ecological communities are not likely to occur at the site and further 

consideration under the act is not required. 

Native Vegetation Act 2003 

The Act provides for sustainable management and conservation of native vegetation. The 

legislation creates a structure which permits the cleaning of native vegetation only in 

accordance with a property management plan, subject to certain limitations. 

RailCorp’s guideline for the vegetation management in rail corridors provides a framework for 

compliance with this Act. 

The proposed works do not include vegetation clearing and therefore provisions of the Act do 

not apply. 


2.6 Commonwealth Legislation 

Environment Protection and Biodiversity Conservation Act 1999 

The primary legislation at the Commonwealth level is the Environment Protection and 

Biodiversity Conservation Act 1999 (EPBC Act). Part 3 of the EPBC Act requires approval from 

the Commonwealth Minister for Sustainability, Environment, Water, Population and 

Communities if a development is likely to have, or will have, a significant effect on a matter of 

National Environmental Significance (NES). 

For the purposes of the EPBC Act, matters of NES are defined as: 

• World heritage properties; 

• National heritage places; 

• Ramsar wetlands; 

• Nationally threatened species and ecological communities; 

• Migratory species; 

• Commonwealth marine areas; and 

• Nuclear actions. 

The proposed work will not affect any matters of national environmental significance. 

Commonwealth land will not be affected, either directly or indirectly, as a result of this proposal. 

A summary of EPBC factors is included in Table 4. 

Commonwealth Telecommunications Act 

To operate the DTRS, RailCorp will have a Telecommunication Licence and so will have certain 

rights under the relevant Commonwealth Legislation. In particular, RailCorp will be able to install 

low impact facilities without reference to local or state approvals processes. 

However, the Telecommunications (Low-impact Facilities) Determination 1997 defines a low 

impact facility as: 

Panel, Yagi or other like antenna: 

(a) 

Not more than 2.8 metres long; and 

(b) If the antenna is attached to a structure — protruding from the structure by not more than 

three metres 

Since this DTRS site includes the installation of a pole greater than three metres, it is not a low 

impact facility and so will be assessed under Part 5 of the Environmental Planning and 

Assessment Act 1979. 


2.7 Ecologically Sustainable Development 

Ecologically sustainable development (ESD) entails using, conserving and enhancing the 

community’s environmental resources in a manner that sustains and improves ecological 

processes and, hence, the quality of life for present and future generations. The basis for 

achieving ESD involves the application of four principles: 

• The precautionary principle; 

• Intra- and inter-generational equity; 

• Conservation of biological diversity and ecological integrity; and 

• Improved valuation and pricing of environmental resources. 

RailCorp is committed to ensuring its projects are consistent with the principles of ESD and 

these have been considered for this proposal (refer Table 1). 

Table 1 

Consideration of ESD for the proposal 

ESD Principle 

Application to the proposal 

Precautionary principle 

Intergenerational equity 

Conservation of 

biological diversity and 

ecological integrity 

Improved valuation and 

pricing of environmental 

resources 

The site selection and design process aims to avoid areas where 

there will be a significant environmental impact or impacts that are 

irreversible. The site selected is within a previously disturbed area 

in the rail corridor. In addition, some of the potential impacts are 

reversible as the monopole and cabinets can be removed if no 

longer required. 

Any adverse impacts associated with the site and construction will 

be minor and measures to reduce impacts identified within this 

REF will be implemented during construction, as far as practicable. 

This proposal and the overarching DTRS project will contribute 

towards RailCorp’s strategic benefits for current and future 

generations, including safer public transport by improving on the 

current communications system, providing coverage and reliable 

communications services to all parts of the electrified rail corridor 

and acting as the basis for the introduction of an Automatic Train 

Protection System. 

The economic, social and safety considerations of the DTRS have 

been integrated with the consideration and assessment of 

potential environmental impacts regarding the development and 

operation of the DTRS. 

The proposed site is on disturbed land that has been previously 

cleared. Major clearing or other disturbance to the biodiversity or 

ecological significance of the area. The proposed activity is not 

expected to result in any loss of biodiversity or ecological integrity. 

RailCorp recognises the value of environmental sustainability and 

will minimise the impact of its activities by ensuring appropriate 

mitigation measures are implemented for all aspects of the DTRS 

project. The potential environmental costs of the proposal have 

been considered in conjunction with the costs of design, 


ESD Principle 

Application to the proposal 

construction and operation. 

2.8 Other Guidelines 

Consideration of the NSW Telecommunication Facilities Guideline including Broadband NSW 

(DoP 2010) is a requirement when Clause 114 or Clause 115 (development of a 

telecommunications facility) of the ISEPP is applied. The requirements of the guidelines have 

been considered and are included in Appendix 1. 

2.9 Licences and Approvals 

Responsible Authority 

Approval/Licence/Permit 

RailCorp 

Determination under Part 5 of the Environmental Planning 

and Assessment Act 1979 

RailCorp EPL 12208 


3 Description of the Proposal 

3.1 Scope of Proposed Works 

3.1.1 Summary 

The outdoor BTS site at Teralba will consist of the following components: 

• A 20 metre high monopole with a 1.5 metre high lightning rod at the apex of the monopole; 

• Two Argus panel antennas mounted on the monopole; 

• Power and BTS cabinets located on a slab two metres from the monopole; 

• The proposed LV supply is a single phase supply from an Ausgrid metering panel located 

within the existing RailCorp pad mount transformer kiosk located approximately 85metres 

away and on the same side of the track as the proposed BTS site. 

• Fibre optic cable connection to the existing network 

• Earthing system. 

These components are described in the sections below. Plan drawings are provided in 

Appendix 2. All aspects of the proposal will be earthed in line with all relevant standards. 

3.1.2 BTS Site 

BTS Cabinet 

The BTS cabinet will be placed on a concrete slab adjacent to the power cabinet (described 

below) and will be oriented to the southeast. The cabinet will be painted stainless steel, 

approximately 1700 millimetres high by 1000 millimetres long by 880 millimetres wide, and will 

be placed on a steel plinth with a minimum height of 200 millimetres to allow for the 

management of cables entering the cabinet. The cabinet will be powered via the power cabinet 

described below. 

The BTS cabinet will include the following equipment: 

• BTS equipment (transceiver modules, transmission equipment, controller etc.); 

• DC distribution (including EMI filter and surge protection); 

• Transmission interface (Huawei PTN910); 

• Fibre optic distribution frame; 

• Monitoring and reporting capability of power cabinet conditions; and 

• Field monitoring device for radio frequency coverage. This requires a 12V DC input so is 

installed with a 48V to 12V DC power converter. 


Power Cabinet 

The power cabinet will be placed on a concrete slab adjacent to the BTS cabinet (described 

above) and will be oriented to the southeast. The cabinet will be painted aluminium and be 

approximately 1700 millimetres high by 1000 millimetres long by 880 millimetres wide. It will be 

placed on a steel plinth with a minimum height of 200 millimetres to allow for the management 

of cables entering the cabinet. The power supply will enter the cabinet via conduit located at the 

rear of the cabinet. 

The power cabinet will consist of the following: 

• AC and earth terminations; 

• Transfer switch (mains and generator positions); 

• Surge protection; 

• General purpose outlet; 

• Low voltage disconnect; 

• Rectifier modules; 

• Controller/supervisory module; 

• DC distribution rack; and 

• Batteries (with the capability of providing a minimum of four hours back-up). 

Monopole 

A 20 metre monopole will be erected approximately two metres to the southwest of the BTS and 

power cabinets in the rail corridor approximately 24 metres northwest of the track. Two Argus 

antennas will be mounted 19 metres above the ground with azimuths of 40° and 160°. The 

antennas will be installed to have a zero degree tilt, but will be able to be remotely adjusted to 

different degrees of tilt, without the need to climb the monopole for such adjustments. 

3.1.3 Power Supply 

The proposed LV supply is a single phase supply from an Ausgrid metering panel located within 

the existing RailCorp pad mount transformer kiosk located approximately 85metres away and 

on the same side of the track as the proposed BTS site. 


3.1.4 Fibre Optics 

Two NAPs will be utilised at this site to provide diverse connection to the RailCorp Bearer 

Network. 

Two new fibre optics cables, F1950001 and F1950002, will be installed into the new cable route 

from the BTS cabinet to the existing pit at N147+300, approximate trenching distance of 98 

metres. F1950001 and F1950002 will be routed from the existing pit at N147+300 to an existing 

pit at N147+300 via an existing signals ULX cable route. F1950001 and F1950002 will then be 

routed from the existing pit at N147+230 to the new pit at N147+238 via the new cable route. 

Fibre F1950001 will then be routed from the new pit at N147+238 to 2ATJ0529 via the existing 

RailCorp ducted pipe route. Fibre F1950002 will be routed from the new pit at N147+238 to 

2ATJ0067 via the existing RailCorp ducted pipe. Fibre F1950001 will be spliced with the 

RailCorp Bearer Network at 2ATJ0529 and Fibre F195002 will be spliced with the RailCorp 

Bearer Network at 2ATJ0067. 

3.1.5 Earthing 

The earthing installation will comprise six earth stakes at a pre-determined distance apart. The 

grid will be nominally four by two metres; placing the six earth stakes two metres apart. Once 

these earth stakes have been installed, the system will be tested and modified if needed. The 

initial extent of the trenching for earthing grid will be around 20 metres. However, it can be 

extended if the results show that the earthing arrangement is insufficient. 

3.2 Construction Methodology 

Construction on the BTS site will require the use of approximately 260 square metres of land 

within the northern side of the rail corridor. This area will allow for the erection of the monopole 

and the slab containing the BTS and power cabinets. 

The area of ground disturbance at the BTS site is likely to be in the vicinity of five square 

metres. The monopole foundation will require an excavation approximately five metres deep 

with a diameter of one metre. This will result in approximately four cubic metres of excavated 

material which may include rock. 

Installation of the power and fibre optic cables will require excavation of trenches approximately 

1000 millimetres maximum depth. 

The indicative construction methodology of the facility will include elements outlined below. 

• Non-destructive excavation before construction to establish underground installations. 

• Site establishment. 

• Excavation of the foundation for the monopole using excavator, drills or auger. 

• Delivery and pouring of concrete on site for the monopole foundation. 

• Installation of concrete slab brought to site for BTS and power cabinets. 


• Excavation of trenches for power and fibre optic cables. 

• Installation of conduit within trenches, followed by installation of cables within conduits. 

• Backfilling of trenches. 

• Transport and installation of monopole sections using trucks and riggers. 

• Assembly of monopole and attachment of antenna mounts and cables before erection of 

the pole using the built in hinge joint. 

• Connection of power and fibre optic cables to the transformer and communications pit, 

respectively. 

• Installation of earth grid using drills, shovels or excavator and connection of the radio facility 

to the electrical supply and optical fibre communications cable. 

• Installation and commissioning of radio equipment, batteries, antennas, cables and other 

equipment. 

Materials used for construction and installation include concrete, gravel, steel plinth, steel 

mounts, antennas, batteries, cables and radio equipment. It is not envisaged that any chemicals 

or hazardous materials will be used during construction. 

The majority of material brought to the site will remain there once installed. Any excess material 

will be removed and disposed of, reused or recycled. Any excess concrete will be removed. All 

excavated material not required for backfilling will be stockpiled, removed from site and 

disposed of at a licensed facility or used elsewhere on the site. 

The following equipment will potentially be used during construction. 

• Pile borer 

• Hiab truck 10T 

• Trencher (chain digger) 

• Excavators 

• Bobcat 

• Vacuum excavator (Sucker Truck) 

• Wacker packer 

• Earth rod drill 

• Concrete delivery truck 

• Delivery truck VLC (semi-trailer) 

• 1.5 tonne come-a-long 

• 17 metre sling 


• Assorted slings and shackles 

• Assorted large spanners and hand tools 

• Hydraulic pack and ram 

• Portable generator (with RCD) 

• Cable stripping tools 

• Hydraulic hole punch (sized to suit cable gland) 

• Crimpers ratchet type 

• Battery drill 

• Multimeter 

• Electrical hand tools 

• Hand digging tools (shovels etc.) 

The skip bin and site compound area will be within the rail corridor near the site. The 

construction process will require an average of four to six vehicle movements and a team of 

three to six people on site per day. 

3.3 Timing and Costing 

Construction is planned to begin in the fourth quarter of 2012 and construction activities will 

require four to six weeks. The bulk of work may require to be undertaken in non-consecutive 

work days. 

Proposed construction timing: 

Standard working hours 

Monday to Friday 7.00am to 6.00pm 

Saturday 8:00am to 1:00pm 

Evening/Weekends/Out of hours: 

No night work is proposed however, some work 

may be undertaken during scheduled trackwork 

The DTRS project has an overarching value of $225 million. This includes the design, supply, 

and installation of the DTRS on the RailCorp electrified network plus a five-year life support 

component. 


3.4 Alternatives to the DTRS 

As discussed earlier, the Waterfall Special Commission of Inquiry precipitated the 

recommendations regarding communications in NSW rail operations and within RailCorp. The 

NSW Government then committed to a state-wide strategy for all rail communications. 

RailCorp investigated a number of alternatives already used by the state government or 

available commercially, looking for a system that met its own safety and reliability requirements 

as well as the recommendations of the Waterfall inquiry. 

The government alternatives were the existing MetroNet system or the Government Radio 

Network (GRN). 

The existing MetroNet communication system was not deemed a feasible solution for the 

reasons listed below. 

• It uses out-dated technology and cannot be expanded due to its limited capacity. 

• It does not have the ability to support the requirements of Automatic Train Protection. 

• It only has one main supplier and this, combined with obsolete technology, means the cost 

of using and maintaining the MetroNet system is increasing at a substantial rate. 

• It cannot facilitate a communications platform that can be used by all necessary RailCorp 

personnel. 

• It could not meet interoperability requirements. 

The Department of Commerce’s Government Radio Network (GRN) was not deemed a feasible 

solution for the reasons listed below. 

• It has to be shared with other NSW Government agencies. 

• Priority is given to emergency services which could result in a failure of 100% rail network 

coverage. 

• The network is both inside and outside the rail corridor. 

• GRN would require a substantial upgrade, including new base stations, to ensure 100% 

network coverage of the rail corridor. 

• The cost of this upgrade is comparable to the development of an entire new network. 

The radio communications marketplace responded with three systems: APCO-25, TETRA and 

GSM-R. 

APCO-25 is a proven standard for emergency services but was rejected for the reasons listed 

below. 

• It has no proven history of usage in a rail environment. 


• It does not support a functional addressing system that maps train run numbers to mobile 

subscribers’ numbers, which is a key requirement. 

• It does not meet the interoperability requirements. 

• It relies on a dispatch terminal for functionality, which does not meet RailCorp’s reliability 

requirements. 

• It is not scalable in regard to the future growth of the rail network. 

TETRA is also a proven emergency services communications system and is deployed in a 

number metropolitan rail networks. However, it was rejected for the reasons listed below. 

• This application is confined primarily to underground metro networks that are not 

comparable to RailCorp’s network. 

• It relies on a dispatch terminal for functionality, which does not meet the RailCorp reliability 

requirements. 

• It does not meet the interoperability requirements. 

• There is no commercialised Automatic Train Protection (ATP) solution available. 

GSM-R was deemed the platform most suitable for RailCorp’s train network and system 

requirements for the reasons listed below. 

• It is the only rail-specific communications standard and has the highest levels of safety and 

reliability in its design. 

• It is an open standard with a large number of equipment suppliers. 

• It achieved a higher level of compliance with the RailCorp functional requirements when 

compared to the other systems. 

• It is deployed by major rail operators in Europe and Asia, some with networks comparable 

in size and complexity to RailCorp’s network. 

• It operates on a spectrum of 1800 MHz which was available for purchase by RailCorp. The 

other options would have required the leasing of a radio spectrum from a 

telecommunications licence holder. 

• It is a scalable network that can grow in step with RailCorp operations and network. 

• It is compatible with the Australian Rail Track Corporation’s communication system. 

• It provides a platform for future enhancements and increased operational safety, including a 

Level 2 Automatic Train Protection (ATP) System, as per the recommendations of the 

Waterfall inquiry. 

• It will deliver the best value for money solution with the least risk. 


3.5 Alternatives to the Teralba Site 

The following options were considered for the development of the Teralba site: 

• To do nothing; 

• Install the antennas on existing communication facilities in the Teralba area; or. 

• Install a new BTS, near Teralba railway station. 

The do nothing option was rejected for the reasons listed below. 

• The inability to meet the requirement of 100% network coverage. 

• A ‘black spot’ in the DTRS network, resulting in a significant safety issue in the event of an 

emergency call or a train incident. 

• The increasing maintenance costs of the MetroNet facility and the limited reliability for 

adequate operation for the next 10 – 15 years. 

None of the existing communications facilities were in a suitable position or offered the required 

height to provide adequate coverage to the rail network, and as such were not selected for this 

proposal. 

Radio frequency modelling also indicated that a new BTS at Teralba railway station would not 

provide adequate coverage to the rail corridor. A second site would then be required, increasing 

costs and environmental risks. 

Other infrastructure options were considered, but were not feasible for the proposal. 

• The proposed monopole is less obtrusive, requires less space and will be cheaper to 

maintain than a lattice tower or guyed mast. A monopole also uses a foundation design 

that is better suited given the spatial limitations within the rail corridor. The monopole is 

thinner at the top and less obtrusive than a lattice tower, helping to minimise the visual 

impacts of the proposal. 

• The monopole can be installed using a hinge mechanism, which removes the need for 

large cranes. 

• The installation of a walk-in equipment hut would use more space and be more expensive. 

The use of outdoor cabinets was the most suitable solution given the limited space, cost 

and minimisation of environmental impacts. 


3.6 Justification of the Preferred Option 

It was decided to construct a BTS 280 metres southwest of Teralba railway station because it 

will enable the site to be consistent with the whole RailCorp DTRS network. Consistent 

technology choice will enable RailCorp to improve its existing quality of service, reliability and 

emergency responsiveness. The reasons for selecting the technology are discussed above. 

The Teralba site was selected due to its ability to cover the section of track between Booragul 2 

and Cockle Creek. The proposed antenna height of 19 metres is the minimum height required to 

provide optimum radio frequency coverage for these sections of track. 

The proposed site is also close to existing fibre and power supply and has good construction 

and maintenance access. The proposed work will not require the removal of large amounts of 

vegetation and is located on level ground. 

Alternative sites to the north and south were examined but were rejected due to the following 

reasons: 

 

Further north: Due to a large 90 degree curve in the local rail it is not possible to move the 

site further north. The proposed location provides line of sight to both directions. Moving the 

site to the north will also bring the site closer to the residence. 

 

Further south: Due to a gully rail corridor it is not possible to access any areas that provide 

adequate space for construction. If access to these areas was available these areas are still 

undesirable due to potential instabilities arising from natural water run-offs and 

embankments. 

In summary, a higher pole, or an additional DTRS facility would be required if the site was to be 

relocated. It was decided that a single 20 metre pole would offer the least impact on the local 

environment while still meeting operational requirements. 

Minimisation of Environmental Impact during Site Selection 

To ensure environmental impacts are minimised at the site, whilst still meeting operational 

requirements, a review of site constraints was undertaken. 

Maximise distance to nearest sensitive receiver 

Whilst the pole will have some level of visual impact, it has been located, as far as is 

practicable, away from nearby sensitive receivers. Furthermore, antennas will be oriented away 

from sensitive receivers. Section 1.3 identifies the location of nearby sensitive receivers for 

assessment. 

This approach will also ensure that any Electro-magnetic Energy (EME) impacts are mitigated. 

The maximum EME will be 0.05% of the safe ARPANSA exposure limits. This maximum level 

will be encountered in the direction of the antennas, which is along the rail tracks, hence it is 

expected that the sensitive receivers will encounter far less than this level. Section 4.13 

discussed the EME from the site. 


Minimise environmental impact 

The site has been located to minimise impact on the environment in particular, heritage, 

contaminated lands and ecological issues. 

There are heritage items within the proposed area however the site is outside of the heritage 

curtilage. Section 4.6 discusses the heritage impacts and mitigation measures in more detail. 

Contamination was also considered during the site selection process and, based on the 

methodology outlined in Section 4.8, it has been confirmed that the site is suitable for the 

proposed land uses. This section also describes the procedures to be followed if contamination 

is discovered during construction. 

Also, ecological issues were considered during site selection and the site has been located so 

that there will be no impact on local vegetation during and post construction. 


4 Environmental Impact and Risks 

4.1 Landforms, Geology and Soils 

Existing Situation 

The proposed site is inside the existing railway corridor about 24 metres northwest of the track. 

The area is in a cleared, grassy area on level ground. The geology comprises the alluvial 

deposits consisting of gravel, sand, silt, clay and the soil comprises the Doyalson soil landscape 

type, which has a high erosion potential. 

The area is mapped as an extremely low probability/very low confidence of containing Acid 

Sulphate Soils. (Australian Soil Resource Information System) 

A geological review was undertaken for this site (Appendix 5). This review did not anticipate the 

presence of Acid sulphate soils or other contaminated material on site and found the site was 

suitable for the proposed use. 

Potential Impacts 

Less than 40 square metres of ground will be disturbed during the proposed works. Soil and 

rock from the excavation will that is not to be used for backfilling will be placed into skip bins 

and removed from the site. The spoil from digging the foundation for the monopole will be 

placed into a skip bin and removed from site at the completion of construction works. 

Excavation and trenching activities may result in erosion if appropriate mitigation measures are 

not in place, especially as work is to take place close to the rail cutting. Soil erosion has the 

potential to destabilise landforms and deposit sediments in drainage systems and waterways. 

Sediment deposition and fine particles in suspension within waterways have direct impact on 

water quality and aquatic life. 

Given the site characteristics and the scope and size of the proposed work, it is anticipated that 

erosion and sediment risks is minimal and can be effectively managed through the 

implementation of standard measures as outlined in the Landcom/Department of Housing 

Managing Urban Stormwater, Soils and Construction Guidelines (the Blue Book) (Landcom 

2004). 

No operational impacts are expected. 


Possible Control Measures 

A site specific erosion and sediment control plan will be prepared as part of CEMP. This plan 

will detail appropriate erosion and sedimentation control measures which will be implemented 

during the construction phase. The measures will include, but not be limited to, those outlined 

below. 

• All spoil will be transferred directly to skip bins or stockpiled appropriately. 

• Appropriate stockpiling of materials will take place away from drainage lines, waterways 

and drains. 

• Any soil that may be contaminated or weed infested will be stockpiled separately before 

being removed from the site. 

• Sediment fences and bunds will be installed and inspected regularly. 

• The tracking of soils on public roads will be prevented by using appropriate shaker 

grids/ballast pads. 

• Soil will be removed from public roads and other paved areas using dry street sweepers or 

other measures. 

• Disturbed areas will be replanted, if required. 

• During maintenance activities, any spills will be attended to and treated in an appropriate 

and timely fashion in accordance with normal RailCorp procedures. 

4.2 Water Quality and Hydrology 


In addition to sediment rich runoff, the following wastewater types can be generated by 

construction activities: 

• Liquid waste from non-destructive excavation; 

• Water from spills, and from washing equipment and tools; 

• Sewage from the site facilities; and 

• Water collected in trenches and the pit. 

An unnamed tributary/canal that feeds into Cockle Bay is about 75 metres southeast of the site 

and is part of the Lake Macquarie Catchment. The suburban stormwater system is situated 

along the main roads (i.e. Railway Street) and some stormwater drains may be present around 

the construction footprint. The groundwater depth is not known but is expected to be lower than 

the pile bore. 


Possible Risks 

There is a risk that the local underground water table may be reached and groundwater may 

appear during pile boring activities. While this is not expected to occur at this site, it remains the 

major risk in respect of water quality and hydrology. The site-specific Construction & 

Environmental Management and Water Management plans will contain procedures to manage 

this risk if it eventuates. 


Without appropriate safeguards, contaminants may reach nearby drains and discharge into 

local waterways. These contaminants may have the potential to harm aquatic life and affect the 

quality of water downstream. However, the risk of such an occurrence is low, given the distance 

between the construction area and drains and creeks. 

Rain or groundwater may enter the excavations. If inappropriately managed, sediment-laden 

water could be discharged into local water bodies and/or the nearby stormwater system. 

No operational impacts are expected. The works will not affect the landform or the flow of water 

in the area. 


During construction water quality impacts will be minimised through a range of control measures 

in addition to the erosion and sedimentation controls included in Section 4.1. The water quality 

measures may include, but will not be limited to those outlined below. 

• A geological engineer will be present during the boring of the pile and work will cease 

immediately if groundwater is encountered. The water will be tested according to industry 

standards to determine the presence of contaminates or other materials. This will determine 

the most appropriate method of water disposal. If water is encountered, special construction 

methodologies will be adopted to prevent a continuing flow of groundwater to the surface. 

• Ensure construction materials are not left in the vicinity of stormwater drains. 

• Trenches and excavations will be covered to prevent rainwater entering. 

• Plant and equipment will be checked regularly for oil leaks. 

• Plant and equipment will not be refuelled on site. 

• Wash down areas will be off site. 

• Liquid waste generated during non-destructive excavation will be removed from the-site for 

treatment and disposal. 

A Water Management Plan will be prepared before construction begins to determine the most 

appropriate method for water disposal. This plan will include ongoing testing (and subsequent 

removal) of any water that may appear during construction. This water testing will be especially 

stringent during the pile boring activity. 


4.3 Air Quality 


Lake Macquarie City Council’s State of the Environment Report 2009-2010 reported 12 

exceedences of the health or visibility goals at the Wallsend air quality according to an air 

quality exceedence (based on an air quality index - AQI) value greater than 100. Local air 

quality is influenced by electricity generation, motor vehicles, and coal mining. 


Local and regional air quality can be affected during construction by dust, construction vehicle 

emissions and odour. Dust may be generated from the disturbance of soils or poorly maintained 

stockpile areas, which can affect human health or property. Poorly maintained vehicles can 

produce excess emissions. 

The works will require energy to power vehicles (e.g. construction, delivery and staff vehicles) 

and construction plant. The energy requirements will primarily be in the form of fuel (petrol and 

diesel). Fuel use will emit greenhouse gases with about 2.3 to 2.7 kilograms of carbon dioxide 

equivalent (CO 2 -e) emitted per litre of fuel consumed (DEWHA 2008). In addition, indirect and 

third party emissions will be generated as a result of energy used to produce materials (for 

example steel and concrete) – which is known as ‘embodied energy’. 

During operation, electricity will be required to power the facility, but the energy use will form 

only a small contribution to RailCorp’s overall greenhouse gas emissions. 


Air quality impacts throughout construction will be minimised through a range of control 

measures which may include, but will not be limited to, those outlined below. 

• Plant and equipment will be maintained in accordance with manufacturers’ specifications. 

• Regular inspection of plant and equipment will be undertaken to ascertain that fitted 

emission controls are operating efficiently. 

• Plant or machinery will not be left idling. 

• Stockpiles will be maintained and contained appropriately, which could include covering or 

regular watering to minimise dust. 

• Minimal work will be undertaken during high wind periods. 

• Trucks and train carriages transporting spoil and other waste materials from site will be 

covered appropriately. 

• Disturbed areas will be rehabilitated after construction. 


4.4 Biodiversity 


At a national level there are 39 species of fauna, 13 species of flora and 39 migratory bird 

species listed as threatened under the Environment Protection and Biodiversity Act 1999 (EPBC 

Act). These species or their habitat may occur in the search area (refer Appendix 3). At a state 

level there are recordings of 73 threatened fauna species and 22 threatened flora species listed 

under the Threatened Species Conservation Act 1995 (TSC Act) within the search area (refer 

Appendix 3). 

RailCorp vegetation map for Morisset to Teralba indicates the site is on land subject to slashing 

with various species of weeds (specific species not listed). Remnant bushland associated with 

undeveloped areas off Railway Street is as close as 130 metres away. 

There are 97 species of noxious weeds identified in the Lake Macquarie LGA. Weed control is 

enforceable by Lake Macquarie City Council, as the local control authority under the Noxious 

Weeds Act 1993. RailCorp vegetation mapping also indicates that Lantana, Camphor and 

Tobacco are found adjacent to the proposed site. 


While there are several threatened species known to be present in the Lake Macquarie LGA, 

the site is in a disturbed area adjacent to the rail corridor, an area where there is no bushland or 

dense vegetation. 

The works are not expected to impact on any listed threatened species or endangered 

ecological communities (EECs). Given the absence of suitable habitat, it is unlikely that any 

threatened fauna species will be present in the area. 

As such, the proposed works will not affect, threaten or have a significant impact on any 

ecological communities, plants or animals listed under the EPBC Act and/or TSC Act. Referral 

to the Commonwealth Minister for Sustainability, Environment, Water, Population and 

Communities for further consideration or approval in relation to potential flora and fauna impacts 

associated with the works is not considered necessary. Similarly, the preparation of a Species 

Impact Statement under NSW legislation to further consider the impacts of the proposal on any 

threatened plants or animals is not considered necessary. 

Excavation work has the potential to affect nearby trees if roots are damaged during excavation 

or equipment collides with trees. The nearest trees are about 20 metres from the site, which 

should be a sufficient distance to avoid adverse impacts. 

Once soil has been disturbed there is the potential for the spread of weeds. Noxious weeds are 

known to occur in the proposed area. 

With regard to fauna, the work will not remove vegetation or any other features considered as 

potential habitat for fauna (threatened or otherwise). Animals could potentially fall into an open 


trench and become trapped or injured. Trapped animals could be accidentally entombed during 

the backfilling of trenches. 



Impacts on flora and fauna throughout construction will be minimised through a range of control 

measures which may include, but will not be limited to, those outlined below. 

• No trees will be removed. 

• Root cutting will be avoided. 

• Care will be taken to minimise the spread of weeds. 

• The work site will be inspected for any trapped or injured fauna at the start of each day. 

• Trenches/excavations will be covered at the end of each day and inspected before they are 

backfilled to ensure that no fauna species are harmed. 

4.5 Noise and Vibration 


The adjacent railway line, industrial areas and local traffic are the major sources of noise in the 

area. 

The closest receivers to the site are residents on Railway Street, parts of Rhondda Road and 

businesses/industry along Railway Street and parts of Rhondda Road and Park Street. Other 

receivers proximal to the site include the Teralba railway station (refer Section 1.3 for more 

information). 

Construction Noise 

The Interim Construction Noise Guideline (ICNG) (DECC 2009) defines noise management 

levels (measured in decibels) for residential receivers and other types of receivers including 

commercial, retail and schools. 

The ICNG states: 

• Where the predicted or measured noise level is greater than the noise management level, 

the proponent should apply all feasible and reasonable work practices to meet the noise 

affected level; 

• The proponent should also inform all potentially affected residents of the nature of works to 

be carried out, the expected noise levels and duration, and contact details; and 

• For works above the highly affected noise criteria respite periods may be required, and for 

works outside standard hours there needs to be a strong justification and negotiation with 

the community (DECC 2009). 


Noise is likely to be created by construction trucks, machinery and, in particular, boring activities 

required to establish the foundations for the monopole. These activities will be of a short 

duration. 

Construction is expected to take six weeks and, as some work may take placed during 

scheduled trackwork, weekend works may be required. Given this, background noise monitoring 

and the establishment of noise management levels for residential receivers is not proposed. 

The ICNG does, however, prescribe a highly noise affected criteria of 75 dBA L Aeq, 15min, which is 

the point at which there may be strong community reaction to noise. Given the offset distance, it 

is unlikely that dwellings, commercial premises or schools will experience a noise level above 

the highly affected level of 75 dBA L Aeq, 15min during the noisiest works. 

A range of standard construction noise mitigation measures is proposed to minimise noise (refer 

Table 2), and the community will be provided with details of the works before construction 

begins. 

Construction Vibration 

Vibration effects from the operation of heavy machinery, such as vibratory rollers or large earth 

moving equipment have the potential to cause structural disturbance or discomfort. The 

proposed work will not require the use of vibration-causing heavy machinery. 

Discomfort effects are not expected given the types of machinery required for construction 

works. Similarly, structural damage to buildings is not expected as the nearest buildings are 

adjacent to the railway and already experience vibration from trains on a regular basis. 

Operational Noise and Vibration 



Construction works will adopt Best Management Practice (BMP) and Best Available Technology 

Economically Achievable (BATEA) practices as described in the Interim Construction Noise 

Guideline (ICNG) (DECC 2009). 

In addition to the control measures listed in Table 2, the community will be notified of the works, 

duration and provided with contact details before work begins. Any noise complaints received 

will be addressed by the Project Manager as soon as possible. This is in accordance with EPL 

12208, which states that residents are to be notified of any proposed construction activity which 

is to be conducted outside normal business hours and which is likely to create offensive noise 

for those residents. (Normal business hours are between 7am and 6pm Monday to Friday and 

8am and 1pm Saturday) 


4.5.1 Qualitative Construction Noise Assessment 

Distance to 

Approx. construction noise level at 

Noise screening or barriers 

Ambient noise environment 

Timing of construction work Duration of 

nearest sensitive 

7m, dB(A) 

at receiver 

construction work 

receiver 

Note 1 Note 2 Note 3 Note 4 

Distance 

(m) 

Rating 

Category 

(refer AS2436 and Note 2) 

Rating 

Description 

Rating 

Description 

Rating 

Category 

Rating 

Duration 

Rating 

Ratings -22 100 0 -45 0 -10 

Score 23 Impact/Risk Level Ranges 

Low: 50 requires specialist noise 

study / advice) 

* A quantitative noise assessment is required for all works lasting for three weeks or more 

Note: The principal source of noise will be the boring of the pole’s foundation. This activity with be carried out in a single day, hence the duration of the activity in 

the above table/calculations which resulted in a Low score of 23. All other noise during the entire construction process will be well within the Low Range. 

This score is deemed acceptable given that community consultation and notification is proceeding. 


Table 2 

Possible Construction Noise Control Measures 

Possible Construction Noise 

Control Measures 

Construction Noise Control Measures to be 

implemented during construction 

Maximising the offset distance 

between noisy plant items and 

nearby residential receivers 

Avoid the simultaneous 

operation of two or more noisy 

plant items in close vicinity and 

adjacent to residential 

receivers 

Schedule the noisiest activities 

during normal business hours 

(7am and 6pm Monday to 

Friday and 8am and 1pm 

Saturday), or where this is not 

possible, to less sensitive 

times of day 

Yes 

No 

Yes 

No 

Yes 

No 

The nearest residential receivers are 70 metres 

away. 

Efforts will be made to minimise the simultaneous 

operation of noisy plant and equipment. 

Works may be required during scheduled trackwork. 

The noisiest activities will be undertaken during 

daylight hours where possible. 

Provide periods of quiet if Yes 

activities occur for extended 

periods during the night No Not applicable as night works are not proposed. 

Minimise consecutive night Yes 

time activities in the same 

locality No Not applicable as night works are not proposed. 

Orient equipment away from 

residential receivers 

Yes 

No 

Efforts will be made to orient equipment away from 

residential receivers. 

Carry out loading and 

Yes 

unloading away from 

residential receivers No This would be difficult as residential receivers are 

close to the proposed site. 

Position site access points and Yes 

roads as far as possible away 

from residential receivers No Access to the site is off an existing RailCorp gate on 

Railway Street, in close proximity to residents. 

However volumes of construction traffic will not be 

high, so noise impact from traffic is likely to be 

negligible, given the existing traffic noise in the 

area. 

Use structures to shield 

Yes 


Possible Construction Noise 

Control Measures 

Construction Noise Control Measures to be 

implemented during construction 

residential receivers from noise No Not applicable due to the distance between the site 

and nearest residential receivers. 

Plan for and conducting night 

time activities in ways that 

eliminate or minimise the need 

for audible warning alarms 

Notify residents of any 

proposed activities which are 

to be conducted outside 

normal business hours and 

which are likely to create 

offensive noise 

Yes 

No 

Yes 

No 

Construction will take place during standard working 

hours only. 

Residents will be notified at least 5 days in advance 

prior to work commencing. 

4.6 Heritage 


A search for non-Aboriginal heritage items was undertaken by consulting the following 

databases: Lake Macquarie Local Environmental Plan (LEP), State Heritage Register, State 

Heritage Inventory, Australian Heritage Database, (including Commonwealth Register of the 

National Estate), world heritage sites and RailCorp’s Section 170 Heritage and Conservation 

Register. 

There are some heritage items around the proposal area (refer Appendix 3). They include: 

• Gartlee Mine – Former Colliery (now Teralba Engineering Pty Ltd) at 159 Railway Street. 

Teralba, is listed as heritage by the Lake Macquarie Council (210 metres northwest); 

• Great Northern Hotel at 2 Anzac Parade, Teralba, is listed as heritage by the Lake 

Macquarie Council (320 metres northeast); 

• Hardware Shop at 10 Anzac Parade, Teralba, is listed as heritage by the Lake Macquarie 

Council (370 metres east); 

• House – ‘Moira’ at 59 York Street, Teralba, is listed as heritage by the Lake Macquarie 

Council (420 metres northeast); 

• Teralba Public School at 57 York Street, is listed as heritage by the Lake Macquarie 

Council (410 metres northeast); 

• Teralba Railway Residence at 148 Railway Street, is heritage listed by State Government 

and RailCorp (150 metres northeast); and 

• Teralba Conservation Area is listed as heritage by the Hunter Regional Environmental Plan 

(boundary 210 metres southeast). 


A search for known items of Aboriginal heritage value was undertaken for the proposed site, 

(with a 50 metre buffer) using the Office of Environment and Heritage’s Aboriginal Heritage 

Information Management System (AHIMS). No Aboriginal sites or places were found at the 

location or its surrounds (refer Appendix 3). 


The monopole will introduce a new element into the visual environment (refer visual impacts in 

Section 4.10) and will be visible from Railway Street and may be visible from parts of Rhondda 

Road, William Street and Park Street. However, the monopole will not interrupt or block views of 

any heritage listed items. 

As such, the works are unlikely to have an impact on any known items or places of non- 

Aboriginal heritage value. All work will be undertaken away from known items and outside the 

boundaries of any heritage items. No permits or approvals are required. 

The construction works will not impact any known items of Aboriginal heritage significance. 

The potential to uncover unidentified Aboriginal heritage items is low. The site is in an area that 

has been disturbed previously. However, there is some potential for previously unidentified 

items to be uncovered during construction. 


Impact on heritage throughout construction will be minimised through a range of control 

measures, which may include, but will not be limited to, those outlined below. 

• If a non-Aboriginal historical relic is discovered, all work likely to affect it will cease and the 

Project Manager will be contacted. RailCorp heritage staff and the Heritage Branch 

(formerly Heritage Office), Office of Environment and Heritage (OEH) will be notified as 

required. An investigation will be undertaken by a suitably qualified archaeologist to identify 

suitable measures to reduce the impact on the relic discovered before work resumes. 

• Should Aboriginal heritage items be uncovered, all work in the vicinity will cease and the 

Project Manager and RailCorp heritage staff will be notified immediately. The Manager of 

the Planning and Aboriginal Heritage Section, Metropolitan Branch, Environment Protection 

and Regulation Division, OEH will be notified in accordance with Section 89A of the 

National Parks and Wildlife Act 1974. The local Aboriginal Land Council will be notified and 

an assessment by an archaeologist will be arranged to determine the significance of the 

objects and any other requirements before work resumes. 


4.7 Waste 


RailCorp is required to manage waste in accordance with the Waste Avoidance and Resource 

Recovery Act 2001 (WARR Act). The waste hierarchy (Avoid, Reuse, Recycle, Energy 

Recovery and Disposal) should be followed for all projects. No current waste has been identified 

on site. 

Potential Impact 

The main waste streams that may be generated during construction include: 

• Spoil from excavation; 

• Concrete 

• Packaging; 

• General litter including glass, plastic, metal and paper waste; 

• Wiring; and 

• Wastewater from non-destructive excavation. 



A waste management plan will be prepared as part of CEMP to detail waste types and 

quantities as well as methods for segregation, handling, storing and disposal. Furthermore, 

waste impacts will be minimised through a range of control measures, (consistent with the 

WARR Act) which may include, but not be limited to, those outlined below. 

• All waste will be classified in accordance with the Waste Classification Guidelines (DECCW 

2009) and transported to a place that can lawfully accept the waste. 

• Any material that may be classified as a hazardous waste will be dealt appropriately and in 

accordance with RailCorp procedures. 

• Packaging will be minimised, where possible and where the safety and delivery of services 

is not compromised. 

• Wherever possible, suitable excavated spoil will be reused on site for backfilling, 

landscaping and other purposes. 

• Any spoil or waste material tracked onto roads will be swept up immediately. 

• Adequate numbers of bins and waste containers will be placed at the site. The site manager 

will ensure bins are not overflowing and are appropriately covered. 

• Waste water generated by non-destructive excavation will be taken off site for treatment 

and disposal. 


• All waste will be removed from the site when work is completed. 

4.8 Contaminated Land 


The site has been investigated for potential land contamination. The investigation included: 

• A visual inspection for signs of potential land contamination; 

• A search of the NSW Office of Environment and Heritage (OEH) register of contaminated 

sites; 

• A search of RailCorp records; and 

• A review of all materials to be used at the site to establish their potential for land 

contamination. 

There are no sites listed on the OEH contaminated list or contaminated lands record proximal to 

the site (OEH contaminated lands record and contaminated list searched). No hazardous 

materials have been identified or are stored around the proposed site. 

Hazardous materials will not be used during construction and operation and, therefore, the 

proposed work will not result in any new site contamination. 


It is highly unlikely that the site can be contaminated by known activities or by contaminants 

migrating from the known contaminated site. 

However, the limited investigation cannot exclude potential contamination as the result of 

unknown past activities, either on the site or in the vicinity. There is a risk that contaminants 

could be encountered during the proposed work. If encountered, contaminants may pose a risk 

to the health of workers and the environment in general. 

Risk Management and Possible Controls 

The risk of encountering unknown contaminants during excavation will be managed in 

accordance with RailCorp procedures (see References), the Environmental Management Plan 

for DTRS project and land contamination legislation. 

The impact of potential contaminants will be minimised through a range of control measures 

including, but not limited to, those outlined below. 

• During excavation, site workers will look for signs of potential contamination such as the 

presence of waste and/or other imported materials, odours, soil colouring, floating layers in 

groundwater etc. 

• If any contamination is encountered or suspected, work will stop immediately and the site 

will be fenced off. 


• Any potential contamination will be investigated and work resumed only after approval from 

the Health, Safety & Environment (HSE) Manager is obtained. 

• The site will be validated before work begins. 

• Contaminated soil will be segregated in a special container before classification and 

disposal. 

The CEMP will further detail the proposed control measures. 

4.9 Hazardous Materials 


Construction, operation and maintenance of the proposed facility will not require the use of any 

chemicals and/or hazardous materials. However, if required for any unforeseen reason, a 

hazardous materials management plan will have to be prepared. The plan will detail terms 

applying to the purchase, storage, use, handling and disposal of such materials. 


If not properly used, chemicals may present a risk to the safety of workers and the environment 

in general. 

Safe use of chemicals is regulated and subject to numerous standards, including a need for a 

dangerous goods licence. 


The impact of any hazardous materials will be minimised through a range of control measures 

including, but not limited to, those outlined below. 

• Hazardous materials will be properly classified and managed in accordance with 

requirements for their particular class. 

• An evaluation of alternative materials will be undertaken before any use of chemicals is 

approved. 

• Hazardous materials will be transported, stored and used in accordance with the 

corresponding material safety data sheets which will be available on the site. 

• Hazardous materials will be stored in a locked and bundled area at the site; incompatible 

chemicals will not be stored together. 

• No fuels will be stored on site. Any refuelling will be undertaken at off-site facilities. 

• Adequate spill prevention, containment and response measures (e.g. drip trays) will be 

provided on site if needed. 

• Construction personnel will be trained in spill containment and response procedures. 

• All storage and handling equipment on site will be maintained properly. 

The site CEMP will further detail these measures, should they be required. 


4.10 Visual Aesthetics and Urban Design 


The visual landscape surrounding the proposed site includes the Newcastle and Central Coast 

railway track, associated overhead power lines/communications poles, residential properties, 

industrial sites and some vacant bushland areas. There is minimal scattered vegetation lining 

the northwest and southeast fence of the rail corridor. 

Residential dwellings are about 70 metres away on Railway Street to the north and some may 

have a direct view of the site. Other residential receivers include residents along Rhondda 

Road. 

Other receivers in the immediate area with views of the proposed site include 

industrial/commercial sites along Railway Street, Rhondda Road and Park Street. 


During construction the visual environment will be temporarily altered through the presence of 

temporary work buildings, plant and equipment, such as trucks. 

While the site is operational, a new 20 metre high monopole will be introduced into the visual 

environment. The 1.7 metre high cabinets will be of little visual significance. 

A consideration of the impact of the new monopole should consider visual sensitivity and visual 

magnitude. A photomontage of the new monopole is provided as a guide in Figure 4 and Figure 

5. The actual height of the monopole is stated as above. 

Visual sensitivity relates to the number of people who are likely to see the facility and their 

possible expectations of visual quality. For example, commercial properties are generally 

considered less sensitive than private residences. The site is in an area of moderate sensitivity 

given the distance of residential receivers who face the rail corridor and proposed monopole. 

There is some vegetation screening the railway for residents along parts of Railway Street and 

Rhondda Road, however, the BTS cabinets and/or top of the monopole may be visible. There is 

limited vegetation screening the site to industrial/commercial sites along parts of Railway Street, 

Rhondda Road and Park Street. 

The visual magnitude of the proposal is derived from its scale and the level of visual contrast 

between the proposed facility and the existing visual environment. The new steel monopole will 

be 20 metres high and will be close to existing overheard wires and power poles that have a 

similar visual appearance. The monopole is not a bulky structure and will not be a dominant part 

of the visual landscape. As such, the visual magnitude for the proposal is considered moderate. 

Visual impact is generally determined by reference to both visual sensitivity and visual 

magnitude. Various combinations of visual sensitivity and visual magnitude produce low, 

moderate and high levels of impact. For this facility the overall impact is considered moderate. 


Figure 4 

View of proposed facility looking southwest along the rail corridor 


Figure 5 

View of proposed facility looking northeast along the rail corridor 


Visual impact will be minimised through a range of control measures which may include, but will 

not be limited to, those outlined below. 

• The construction site will be kept tidy and rubbish free. 

• The site will be rehabilitated as soon as possible. 

• On completion of work, all vehicles, materials and refuse relating to the works will be 

removed. 


4.11 Land Use 


The proposed site is on land owned by RailCorp and zoned for the purposes of infrastructure 

under the Lake Macquarie LEP. The land where the new monopole and cabinets are to be 

situated is not actively used for any RailCorp activities (i.e. an access route or storage area). 

The immediate neighbouring land uses are mainly industrial, commercial and residential. 


The proposal will not affect or alter the current use of the site or the immediate surrounding area 

as a rail corridor. It will not have any effects on the use of the neighbouring properties. Some 

work may be done during scheduled trackwork, but no special track possessions will be 

required. 


No specific control measures are required. 

4.12 Socio-Economic Effects 


The proposed site is in the Lake Macquarie LGA, which in the 2006 census had a population of 

around 183,000. The main employment areas are schools and education, hospitals, cafes and 

restaurant. Teralba is a mixture of residential industrial and commercial areas. 

The railway line bisects the suburb of Teralba in an area where there are number of different 

land uses. Residential receivers, widespread industrial and commercial sites, Teralba railway 

station, Newcastle Pentecostal Family Church, Waterview Aged Care Facility and Westlakes 

Retirement Village. 


Social and economic considerations typically focus on the effect on the local community as a 

whole, and on any local businesses. Amenity issues such as noise, visual impacts and traffic 

are some of the key areas that can affect the community and are discussed in detail in sections 

4.5, 4.10 and 4.14. 

Construction is unlikely to have any adverse effect on nearby businesses, as work will be within 

the rail corridor. Noise impacts will be temporary (less than six weeks). There will be no traffic or 

access changes for any businesses or residents. 

As some work may be undertaken during scheduled trackwork, some activity may occur on 

weekends to minimise interruptions to train services as a result of the work. 

The site will be appropriately fenced off during construction. In operation, the facility will be 

fenced off and pose only a minimal risk to public safety. 


There will be positive long term effects resulting from the proposal, as the new DTRS will 

provide a more effective communication service and improve the safety of the rail network. 

There may be minor short-term positive impacts for the surrounding area as a result of the need 

for materials, transport, food, services and accommodation. 

The DTRS project has a capital value of approximately $225 million and will generate over 100 

jobs over the life of the project. 


In addition to the control measures proposed in the noise, traffic and visual sections, other 

measures are outlined below. 

• Nearby residents and businesses will be informed about the nature and timing of works. 

• Signage will notify the public about the works. 

• Appropriate fencing around the site will help maintain public safety during construction and 

operation. 

4.13 Electromagnetic Energy (EME) 


Electromagnetic energy (EME) is the energy stored in an electromagnetic field. Radiofrequency 

EME refers to the EME generated by radio waves. EME is a factor of everyday life and is 

emitted by natural sources such as the sun and earth, and by man-made sources operating on 

radio waves (e.g. TV and radio broadcasts), baby monitors, model planes, mobile phone base 

stations and radio communications facilities. 

The Australian Radiation Protections and Nuclear Safety Agency (ARPANSA) has established a 

radiation protection standard specifying limits for continuous exposure of the general public and 

occupational workers to radio frequency emissions. 


EME levels emitted by the new BTS have been estimated at 1.5 metres above ground level at 

various distances from the proposed antennas. It should be noted that the actual EME levels 

will be significantly less than predicted due to path losses and that the BTS automatically 

minimises transmitter power to only serve established phone calls. The maximum cumulative 

EME level at 1.5 metres above the ground is estimated to be 0.05% of the ARPANSA exposure 

limits. EME impacts are unlikely when the facility is operational. The ARPANSA report is 

included at Appendix 4. 



The various elements will be located in areas that are not accessible by the public. However, 

the following control measures will also minimise any health and safety risks. 

• Appropriate signage will be placed around the site to warn people of the potential hazards. 

• All people required to work around occupationally hazardous radio frequencies will 

undergo RadHaz training. 

4.14 Traffic and Access 


Access to the proposed site will be via an existing RailCorp access gate off Railway Street, 

approximately 40 metres north from the site. The land is suitable for vehicle use during the 

construction period and there is no need to develop a new access track or road. It is estimated 

that RailCorp staff and contractors use the gate and access track around 14-20 times a year. 


During construction, there will be an increased number of vehicles using the local streets; 

however, the anticipated volume of traffic is relatively small (about four to six truck movements 

per day) when compared with existing volumes of traffic. The 2004 annual average daily traffic 

volume for Five Islands Road, north of Anzac Parade (which is 660 metres from the proposed 

site) was around 33,300 vehicles per day (RTA 2004). 

As works are to take place in the rail corridor access changes to local roads or access to 

driveways are not expected. 

Vehicular traffic in the rail corridor will be limited to (i) delivery trucks for the BTS & power 

cabinets and the monopole sections and (ii) trucks with pile boring or trenching equipment. 

These trucks are not large enough to prevent access via the access gate and will able to travel 

to and from the site along the access road next to the tracks. 

There will be some traffic movement associated with vehicles that will need to access the site 

for maintenance requirements. However, the volume of traffic will be very small and will not 

adversely impact on the surrounding road network. It is proposed that the monopole and 

antennas be accessed via an elevated work platform, or through the use of a ladder and dual 

lanyard system. 



Impacts associated with traffic and access will be minimised through a range of control 

measures, which may include, but will not be limited to those outlined below. 

• A Traffic Management Plan will be developed for the site. 

• A dilapidation survey will be completed before demobilisation. 

• Any pavement or road surfaces damaged during construction will be restored when work is 

finished. 

• The Traffic Management Plan will ensure compliance with Australian Standard AS1742.3- 

2002 Manual of uniform traffic control devices – traffic control devices on roads. 

4.15 Utilities and Services 


There are a number of existing services such as electricity, fibre and sewer close to the 

proposed site. 


The facility will be connected to the existing electricity supply and fibre network and does not 

require connections to any water or gas. RailCorp has an existing metered power supply and 

will continue to use this existing supply. No overhead wires will need to be relocated. 

There are a number of public utilities near the site and there is the potential for some known or 

unknown services to be impacted during excavation or relocation/connections. Depending on 

the service, outages or interruptions could affect nearby properties or the rail network. 


• Ensure that a Dial Before You Dig call and RailCorp services search are undertaken to 

identify services. 

• Public utility providers will be consulted to minimise impacts during any utility relocations or 

readjustments. 

4.16 Light spill 

Light spill impacts will not occur as night works are not proposed. In addition, there is no new 

permanent lighting proposed. No further consideration of light spill is considered necessary. 

4.17 Demand on Resources 

Construction materials are readily available and will be sourced from local contractors where 

possible. 


4.18 Cumulative Environmental Effects 

Cumulative impacts often result when several different construction projects are scheduled for 

similar times and locations. 

A search of the Department of Planning’s Major Projects register was undertaken. The Teralba 

Quarry Project, Rhondda Road, was identified in the vicinity of the area (about 1.3 kilometres 

northwest). A search of major development applications around the area currently on exhibition 

and recently determined was undertaken and identified the CiviLake Construction and Green 

Waste Recycling Project, Weir Road, being determined that may occur at a similar time. 

There is also a risk of cumulative impacts if unscheduled work, e.g. emergency work by other 

utilities or developers, is required. Such situations will be monitored and addressed by the 

Project Manager. 

The Teralba BTS site is one of a large number of radio communications facilities being installed 

across RailCorp’s electrified network as part of the DTRS project. In terms of localised 

cumulative construction impacts, the nearest construction for the DTRS project will be at the 

Booragul site, which is approximately 1.4 kilometres southwest of the proposed site. Even if 

both facilities were constructed simultaneously, it is not likely cumulative noise or local traffic 

impacts will result. 

Overall this work, as part of the DTRS project, will result in significant benefits by providing a 

more effective communications systems for the RailCorp network. The GSM-R system is in use 

around the world and allows for continuous communications coverage, the capacity to make 

simultaneous calls and greatly improved emergency calling capabilities. Once active, the DTRS 

will provide a more effective communications system that will assist in the safe and efficient 

operation of RailCorp’s electrified rail network. 

Proposed Control Measures 

• Any other major development or works planned in the vicinity of the site will be investigated 

before construction begins. 

• Consultation with Lake Macquarie City Council and any other relevant stakeholders 

regarding other developments will be undertaken on an ongoing basis. 


4.19 Consideration of Clause 228 of EP&A Regulations and 

EPBC Act 

Clause 228 Factors 

Clause 228(2) of the EP&A Regulation 2000 details those factors that must be taken into 

account when consideration is being given to the likely impact of an activity on the environment. 

Table 3 provides a summary of how each of these factors has been considered. 

Table 3 

Consideration of Clause 228 Factors 

Clause 228 Factor Impacts Comments 

(a) Any environmental impact on a 

community 

(b) Any transformation of a 

locality 

(c) Any environmental impact on 

the ecosystems of the locality 

(d) Any reduction of the aesthetic, 

recreational, scientific or other 

environmental quality or value 

of a locality 

(e) Any effect on a locality, place 

or building having aesthetic, 

anthropological, 

archaeological, architectural, 

cultural, historical, scientific or 

social significance or other 

special value for present or 

future generations 

-ve 

short-term 

-ve short-term 

-ve long-term 

nil 

-ve short-term 

-ve long-term 

nil 

There will be a short-term minor negative 

impact during the construction phase as 

there may be noise, air quality, traffic 

and visual impacts for nearby residents 

and community facilities. 

Minor short-term changes during 

construction phase given the presence of 

machinery and noise. 

In the long term, there will be the 

addition of new infrastructure to the 

visual landscape (monopole). Visual 

impacts have been assessed as 

moderate. 

With the proposed mitigation measures 

in place the works will not impact on the 

ecosystem of the locality. 

There will be a minor reduction in the 

aesthetic values of the neighbourhood 

due to the anticipated noise, air quality, 

traffic and visual impacts resulting during 

construction. 

In the long term, there will be the 

addition of new infrastructure to the 

visual landscape. Visual impacts have 

been assessed as moderate. 

No such significant places will be 

affected during construction or operation. 

(f) 

Any impact on the habitat of 

any protected fauna (within the 

meaning of the National Parks 

nil 

No habitat on which protected or 

endangered species would be reliant will 



and Wildlife Act 1974) 

(g) Any endangering of any 

species of animal, plant or 

other form of life, whether living 

on land, in water or in the air 

nil 

be impacted. 

No protected or endangered species will 

be impacted. 

(h) Any long-term effects on the 

environment 

nil 

The proposed activities will not pose any 

environmental risks in the long term. 

(i) 

Any degradation of the quality 

of the environment 

nil 

The proposed work is not expected to 

have any significant adverse impacts on 

the quality of the environment. 

(j) 

Any risk to the safety of the 

environment 

-ve short-term During construction there is a risk to the 

environment due to accidental spills and 

sedimentation. These risks will be 

minimised through the implementation of 

the proposed control measures. 

(k) Any reduction in the range of 

beneficial uses of the 

environment 

nil 

Works are to take place on RailCorp land 

and will not adversely affect adjacent 

land uses. Some work may be done 

during scheduled trackwork, but no 

special track possessions will be 

required. 

(l) 

Any pollution of the 

environment 

-ve 

short-term 

During construction there is a risk of 

noise and air pollution. These risks will 

be minimised through the 

implementation of the proposed control 

measures. 

(m) Any environmental problems 

associated with the disposal of 

waste 

(n) Any increased demands on 

resources, natural or otherwise 

which are, or are likely to 

become in short supply 

(o) Any cumulative environmental 

effect with other existing or 

likely future activities 

-ve 

short-term 

nil 

nil short-term 

+ve long-term 

During construction it is possible spoil 

may be contaminated and an appropriate 

remediation plan and/or waste disposal 

method will be required. 

Construction materials are readily 

available and will be sourced from local 

contractors where possible. 

The distance between the different 

DTRS sites is such that cumulative 

noise, air quality and traffic impacts are 

not expected. 

Overall this site, as part of the DTRS 

project, will have significant benefits in 

providing a more effective 

communications systems for the 

RailCorp network. Once active, the new 

DTRS will provide a safer and more 

efficient rail network. 



No cumulative impacts are expected with 

regard other developments identified in 

the area. 

(p) Any impact on coastal 

processes and coastal 

hazards, including those under 

projected climate change 

conditions 

nil 

The proposed site has not been 

identified as within an area that is subject 

to increased sea level rise. 

Key: -ve = Negative Impact, NIL = No Impact, +ve = Positive Impact 

EPBC Act 1999 Factors 

Matters of national environmental significance must also be considered as required by the 

EPBC Act. These are considered in Table 4. 

Table 4 

Consideration of EPBC factors 

Factor (Commonwealth Legislation) Impacts Comments 

(a) Any environmental impact on a 

World Heritage property 

(b) Any impact on the National 

Heritage values of a National 

Heritage Place 

(c) Any environmental impact on 

wetlands of international 

importance 

(d) Any environmental impact on 

Commonwealth listed threatened 

species or ecological 

communities 

(e) Any environmental impact on 

Commonwealth listed migratory 

species 

No 

No 

No 

No 

No 

There are no World Heritage 

properties in the vicinity the site. 

There are no National Heritage 

places in the vicinity of the site. 

There are no wetlands of 

international importance in the 

vicinity of the site. 

The nature, scale and location of 

the works are such that impacts 

on any Commonwealth listed 

threatened species or ecological 

communities or their habitats are 

not expected. Indirect impacts are 

also not expected. 

The nature, scale and location of 

the works are such that impacts 

on any Commonwealth listed 

threatened species or ecological 

communities or their habitats are 

not expected. Indirect impacts are 

also not expected. 

(f) 

Does any part of the proposal 

involve a nuclear action 

No 

The proposal does not involve 

any nuclear actions. 

(g) Any environmental impact on a 

Commonwealth marine area 

(h) Any direct or indirect effect on 

Commonwealth land 

No 

No 

The site is not in the vicinity of 

any Commonwealth marine 

areas. 

The site is not on or close to any 

Commonwealth land. 


4.20 Summary of Control Measures 

Landforms, Geology and Soils 

• All spoil will be transferred directly to skip bins or stockpiled appropriately. 

• Appropriate stockpiling of materials will take place away from drainage lines, 

waterways and drains. 

• Any soil that may be contaminated or weed infested will be stockpiled separately 

before being removed from the site. 

• Sediment fences and bunds will be installed and inspected regularly. 

• The tracking of soils on public roads will be prevented by using appropriate shaker 

grids/ballast pads. 

• Soil will be removed from public roads and other paved areas using dry street 

sweepers or other measures. 

• Disturbed areas will be replanted, if required. 

• During maintenance activities, any spills will be attended to and treated in an 

appropriate and timely fashion in accordance with normal RailCorp procedures. 

Water Quality and Hydrology 

• A geological engineer will be present during the boring of the pile and work will cease 

immediately if groundwater is encountered. The water will be tested according to 

industry standards to determine the presence of contaminates or other materials. This 

will determine the most appropriate method of water disposal. If water is encountered, 

special construction methodologies will be adopted to prevent a continuing flow of 

groundwater to the surface. 

• Ensure construction materials are not left in the vicinity of stormwater drains. 

• Trenches and excavations will be covered to prevent rainwater entering. 

• Plant and equipment will be checked regularly for oil leaks. 

• Plant and equipment will not be refuelled on site. 

• Wash down areas will be off site. 

• Liquid waste generated during non-destructive excavation will be removed from thesite 

for treatment and disposal. 


Air Quality 

• Plant and equipment will be maintained in accordance with manufacturers’ 

specifications. 

• Regular inspection of plant and equipment will be undertaken to ascertain that fitted 

emission controls are operating efficiently. 

• Plant or machinery will not be left idling. 

• Stockpiles will be maintained and contained appropriately, which could include 

covering or regular watering to minimise dust. 

• Minimal work will be undertaken during high wind periods. 

• Trucks and train carriages transporting spoil and other waste materials from site will be 

covered appropriately. 

• Disturbed areas will be rehabilitated after construction. 

Biodiversity 

• No trees will be removed. 

• Root cutting will be avoided. 

• Care will be taken to minimise the spread of weeds. 

• The work site will be inspected for any trapped or injured fauna at the start of each 

day. 

• Trenches/excavations will be covered at the end of each day and inspected before 

they are backfilled to ensure that no fauna species are harmed. 

Noise and Vibration 

• Please refer to Table 2 Possible Construction Noise Control Measures. 

Heritage 

• If a non-Aboriginal historical relic is discovered, all work likely to affect it will cease and 

the Project Manager will be contacted. RailCorp heritage staff and the Heritage Branch 

(formerly Heritage Office), Office of Environment and Heritage (OEH) will be notified 

as required. An investigation will be undertaken by a suitably qualified archaeologist to 

identify suitable measures to reduce the impact on the relic discovered before work 


esumes. 

• Should Aboriginal heritage items be uncovered, all work in the vicinity will cease and 

the Project Manager and RailCorp heritage staff will be notified immediately. The 

Manager of the Planning and Aboriginal Heritage Section, Metropolitan Branch, 

Environment Protection and Regulation Division, OEH will be notified in accordance 

with Section 89A of the National Parks and Wildlife Act 1974. The local Aboriginal 

Land Council will be notified and an assessment by an archaeologist will be arranged 

to determine the significance of the objects and any other requirements before work 

resumes. 

Waste 

• All waste will be classified in accordance with the Waste Classification Guidelines 

(DECCW 2009) and transported to a place that can lawfully accept the waste. 

• Any material that may be classified as a hazardous waste will be dealt appropriately 

and in accordance with RailCorp procedures. 

• Packaging will be minimised, where possible and where the safety and delivery of 

services is not compromised. 

• Wherever possible, suitable excavated spoil will be reused on site for backfilling, 

landscaping and other purposes. 

• Any spoil or waste material tracked onto roads will be swept up immediately. 

• Adequate numbers of bins and waste containers will be placed at the site. The site 

manager will ensure bins are not overflowing and are appropriately covered. 

• Waste water generated by non-destructive excavation will be taken off site for 

treatment and disposal. 

• All waste will be removed from the site when work is completed. 


Contaminated Land 

• During excavation, site workers will look for signs of potential contamination such as 

the presence of waste and/or other imported materials, odours, soil colouring, floating 

layers in groundwater etc. 

• If any contamination is encountered or suspected, work will stop immediately and the 

site will be fenced off. 

• Any potential contamination will be investigated and work resumed only after approval 

from the Health, Safety & Environment (HSE) Manager is obtained. 

• The site will be validated before work begins. 

• Contaminated soil will be segregated in a special container before classification and 

disposal. 

Hazardous Material 

• Hazardous materials will be properly classified and managed in accordance with 

requirements for their particular class. 

• An evaluation of alternative materials will be undertaken before any use of chemicals 

is approved. 

• Hazardous materials will be transported, stored and used in accordance with the 

corresponding material safety data sheets which will be available on the site. 

• Hazardous materials will be stored in a locked and bundled area at the site; 

incompatible chemicals will not be stored together. 

• No fuels will be stored on site. Any refuelling will be undertaken at off-site facilities. 

• Adequate spill prevention, containment and response measures (e.g. drip trays) will be 

provided on site if needed. 

• Construction personnel will be trained in spill containment and response procedures. 

• All storage and handling equipment on site will be maintained properly. 

Visual Aesthetics and Urban Design 

• The construction site will be kept tidy and rubbish free. 

• The site will be rehabilitated as soon as possible. 

• On completion of the work, all vehicles, materials and refuse relating to the works will 


e removed. 

Land Use 

• No specific control measures are required. 


Socio-Economic Effects 

• Nearby residents and businesses will be informed about the nature and timing of 

works. 

• Signage will notify the public of the works. 

• Appropriate fencing around the site will help maintain public safety during construction 

and operation. 

Electromagnetic Energy (EME) 

• Appropriate signage will be placed around the site to warn people of the potential 

hazards. 

• All people required to work around occupationally hazardous radio frequencies will 

undergo RadHaz training. 

Traffic and Access 

• A Traffic Management Plan will be developed for the site. 

• Dilapidation survey to be completed before demobilisation. 

• All pavement and road surfaces damaged during construction will be restored when 

work is finished. 

• The Traffic Management Plan will ensure compliance with Australian Standard 

AS1742.3-2002 Manual of uniform traffic control devices – traffic control devices on 

roads. 

Utilities and Services 

• Ensure that a Dial Before You Dig call and RailCorp services search are undertaken to 

identify services. 

• Public utility providers will be consulted to minimise impacts during any utility 

relocations or readjustments. 


Light Spill 


Demand on Resources 


Cumulative Environmental Effects 

• Any other major development or works planned in the vicinity of the site will be 

investigated before construction begins. 

• Consultation with Lake Macquarie City Council and any other relevant stakeholders 

regarding other developments will be undertaken on an ongoing basis. 

4.21 Implementation Process 

The construction contractor will incorporate the mitigation and control measures in this REF into 

a Construction Environmental Management Plan (CEMP), preparing this in accordance with the 

Guideline for the Preparation for Environmental Management Plans (DIPNR 2004). The CEMP 

will be the key environmental management document followed by the Project Manager during 

construction and commissioning to ensure appropriate environmental management practices 

are followed. 

A copy of this REF and the CEMP is to be retained on site and produced upon request. The 

CEMP will include: 

• Details of environmental controls to be implemented including location and timing; 

• Details of statutory requirements including any approvals and licences; 

• Assignment of responsibility for implementation and monitoring of environmental controls; 

• Reporting and emergency procedures; 

• Contact details for all site personnel and agency contacts; and 

• Corrective action requirements and their verification. 


5 References 

• DECC (2009) Interim Construction Noise Guideline. Prepared by the Department of 

Environment and Climate Change, Sydney. 

• DECCW (2009) Waste Classification Guidelines. Prepared by the Department of 

Environment, Climate Change and Water, Sydney. 

• DEWHA (2010) Reducing Greenhouse Gas Emissions. Accessed on 21 November 2011 

at: http://www.environment.gov.au/settlements/transport/fuelguide/environment.html. 

• DIPNR (2004) Guideline for the Preparation of Environmental Management Plans. 

Prepared by the Department of Infrastructure, Planning and Natural Resources, Sydney. 

• DoP (2010) NSW Telecommunication Facilities Guideline including Broadband. Prepared 

by Department of Planning, Sydney. 

• Landcom (2004) Managing Urban Stormwater, Soils and Construction Guidelines (the Blue 

Book). Prepared by Landcom/Department of Housing, Sydney. 

• RTA (2004) AADT volumes for Northern Region 2004. Accessed on 21 November 2011 at: 

http://www.rta.nsw.gov.au/trafficinformation/downloads/aadtdata_dl1.html. 

• Lake Macquarie City Council (2010) State of the Environment Report 2009/2010. Prepared 

by Lake Macquarie City Council, Lake Macquarie. 

• RailCorp (2009): Contaminated Land Management Procedure (EMS-09-PR-0004).

Morisset 2 Review of Environmental Factors - Transport for NSW ...

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