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MOUNT DRUITT COMMUTER CARPARKREVIEW OF ENVIRONMENTALFACTORS

Mount Druitt Commuter Car ParkReview of Environmental FactorsTable of Contents1. Introduction ........................................................................................................................ 11.1. Proposal identification ............................................................................................ 11.2. Purpose of the REF .................................................................................................. 42. Need and options considered ............................................................................................ 52.1. Strategic need for the Proposal .............................................................................. 52.2. Commuter Car Park and Interchange Program objectives ................................... 72.3. Proposal objectives ................................................................................................. 72.4. Alternatives and options considered ...................................................................... 82.5. Preferred option ..................................................................................................... 103. Description of the Proposal ............................................................................................. 113.1. Existing infrastructure and land uses ................................................................... 113.2. The Proposal .......................................................................................................... 133.2.1. Design features ...................................................................................... 133.2.2. Sustainability in design .......................................................................... 193.2.3. Engineering constraints ......................................................................... 223.3. Construction activities ........................................................................................... 223.3.1. Work methodology ................................................................................. 223.3.2. Plant and equipment ............................................................................. 243.3.3. Earthworks .............................................................................................. 243.3.4. Source and quantity of materials .......................................................... 243.3.5. Traffic management and access ........................................................... 253.4. Ancillary facilities ................................................................................................... 253.5. Public utility adjustments ...................................................................................... 253.6. Property acquisition ............................................................................................... 264. Statutory and planning framework .................................................................................. 274.1. Environmental Planning and Assessment Act 1979 ........................................... 274.2. State Environmental Planning Policies ................................................................ 274.2.1. State Environmental Planning Policy (Infrastructure) 2007 ............... 274.2.2. State Environmental Planning Policy (Major Developments) 2005 .... 274.2.3. State Environmental Planning Policy 55 - Remediation of Land ........ 284.3. Regional Environmental Plans and strategies ..................................................... 284.4. Local Environmental Plans and strategies........................................................... 294.4.1. Blacktown Local Environmental Plan 1988 ......................................... 304.4.2. Blacktown Development Control Plan 2006 ........................................ 304.5. Commonwealth Environment Protection and Biodiversity Conservation Act1999 ....................................................................................................................... 324.6. Ecologically Sustainable Development ................................................................ 324.7. Other relevant legislation ...................................................................................... 325. Stakeholder and community consultation ....................................................................... 355.1. Consultation requirement ..................................................................................... 355.2. Consultation strategy ............................................................................................ 36KMH-2010123a REF Rev 4 doc Page i of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors5.2.1. Consultation tools and activities ........................................................... 365.3. Community involvement ........................................................................................ 375.4. Aboriginal community involvement ...................................................................... 375.5. Government agency and stakeholder involvement ............................................. 375.6. Ongoing or future consultation ............................................................................. 396. Environmental impact assessment ................................................................................. 416.1. Traffic and site access .......................................................................................... 416.1.1. Existing environment.............................................................................. 416.1.2. Potential impacts ................................................................................... 456.1.3. Proposed mitigation measures ............................................................. 526.2. Urban design .......................................................................................................... 526.2.1. Existing environment.............................................................................. 526.2.2. Potential impacts ................................................................................... 526.3. Landscape and visual amenity ............................................................................. 536.3.1. Existing environment.............................................................................. 536.3.2. Potential impacts ................................................................................... 566.4. Socio-economic impacts ....................................................................................... 636.4.1. Existing environment.............................................................................. 636.4.2. Potential impacts ................................................................................... 636.5. Construction and Operational Noise .................................................................... 646.5.1. Existing environment.............................................................................. 646.5.2. Potential impacts ................................................................................... 656.5.3. Proposed mitigation measures ............................................................. 706.6. Heritage .................................................................................................................. 706.6.1. Existing environment.............................................................................. 706.6.2. Potential impacts ................................................................................... 706.7. Biodiversity ............................................................................................................. 706.7.1. Existing environment.............................................................................. 706.7.2. Potential impacts ................................................................................... 716.8. Climate change and sustainability ....................................................................... 726.9. Other ....................................................................................................................... 726.9.1. Hydrology and water quality .................................................................. 726.9.2. Ground contamination ........................................................................... 736.9.3. Cumulative impacts ............................................................................... 747. Environmental management ........................................................................................... 777.1. Environmental management plans ...................................................................... 777.2. Safeguards and mitigation measures .................................................................. 777.3. Licensing and approvals ....................................................................................... 828. Conclusion ....................................................................................................................... 839. Certification ...................................................................................................................... 8510. References ....................................................................................................................... 8711. Terms and acronyms used in the REF ............................................................................. 89KMH-2010123a REF Rev 4 doc Page ii of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsAppendicesAppendix A Matters of National Environmental SignificanceAppendix B Clause 228 key issuesAppendix C Traffic and Transport Impact AssessmentAppendix D Visual Impact AssessmentAppendix E Noise and Vibration AssessmentAppendix F Contamination AssessmentFiguresFigure A Planning approvals process for the Commuter Car Park and Interchange ProcessFigure 1.1 Site localityFigure 1.2 Mount Druitt Station and existing commuter car parking facilitiesFigure 2.1 Commuter Car Park and Interchange ProgramFigure 2.2 Potential commuter car parking sitesFigure 3.1 Site contextFigure 3.2a Proposed car park - site planFigure 3.2b Proposed car park - ground floorFigure 3.2c Proposed car park - first floor planFigure 3.2d Proposed layout of car spaces adjacent to Mount Druitt StationFigure 3.2e Proposed car park - elevationsFigure 4.1 Zoning planFigure 6.1 Transportation context of the areaFigure 6.2 Major road access routes and key intersectionsFigure 6.3 Proposed construction traffic routesFigure 6.4a Artist impression of the ProposalFigure 6.4b Artist impression of the ProposalFigure 6.5 Proposed landscape planFigure 6.6 Location of sensitive receivers and noise monitoring locationsTablesTable 2.1 Modes of transport to and from Mount Druitt Railway StationTable 3.1 Types of plant and associated LAeq sound power levelsTable 4.1 Regional Environmental Plans and strategiesTable 4.2 Summary of other legislative requirementsTable 5.1 Communication toolsTable 5.2 Infrastructure SEPP consultation requirementsTable 5.3 Public authority consultationTable 6.1 Estimated volume of heavy vehicles required for constructionKMH-2010123a REF Rev 4 doc Page iii of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsTable 6.2Table 6.3Table 6.4Table 6.5Table 6.6Table 6.7Table 6.8Table 6.9Table 6.10Table 7.1Table 7.2PhotosPhoto 6.1Photo 6.2aPhoto 6.2bPhoto 6.2cPhoto 6.2dPhoto 6.3Performance of North Parade Site Entrance/North Parade intersection;Performance of Mount Street/North Parade intersectionPerformance of Jirrang Close / North Parade intersectionPerformance of Sherbrooke Street / North Parade intersectionPerformance of Luxford Road / Mount Street intersectionAttended noise monitoring resultsConstruction scenariosCourt House internal noise goalsPredicted construction LAeq (15min) noise levelsEnvironmental safeguardsLicence and approval requirementsKey view locations and visual catchmentExisting view 1 from corner of North Parade looking north up Mount StreetExisting view 2 from Mount Street looking south towards railway lineExisting view 3 along North Parade looking towards Mount Druitt Court HouseExisting view 4 along North Parade looking east towards siteExample of saplings in south-east corner of siteKMH-2010123a REF Rev 4 doc Page iv of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsExecutive SummaryTransport Construction Authority (TCA) is a NSW Government agency and statutory corporationresponsible for the delivery of major transport infrastructure projects.TCA was established under section 18A of the Transport Administration Act 1988, as acontinuation of the former legal entity Transport Infrastructure Development Construction.The Commuter Car Park and Interchange Program (CCPIP) is a NSW Government initiative todeliver additional car parking spaces and improved transport interchange facilities at keylocations across the transport network. New and upgraded interchanges and more car parkingfor commuters will provide better links between different modes of transport, making accessmore convenient and efficient.The ProposalTCA proposes to develop a two-storey commuter car park in Mount Druitt to accommodateapproximately 220 cars on land at the corner of North Parade and Mount Street approximately300 metres east of Mount Druitt Railway Station and Bus Interchange. The car park would bedesigned to accommodate an additional two storeys for future expansion.The proposed site is bordered by North Parade and the Western Rail Line to the south, a twostorey commercial building occupied by Centrelink and other commercial businesses to thenorth, Mount Street and Mount Druitt TAFE to the east, and Mount Druitt Court Houseimmediately west.The Proposal would include the following main activities/components:Demolition of an existing, part demolished building;Construction of a two-storey commuter car park of approximately 220 spaces; andA left turn-in and left turn-out vehicle entrance and exit point on North Parade.The Proposal would increase the supply of commuter car parking at a convenient locationadjacent to Mount Druitt Railway Station and provide flexibility to support the anticipated futureparking demand of the region. Construction is anticipated to commence in March 2011 and takeapproximately 11 months. RailCorp would manage the operation of the car park onceconstruction is completed.This Review of Environmental Factors (REF) has been prepared to assess the environmentalimpacts associated with the construction and operation of the Proposal under Part 5 of theEnvironmental Planning and Assessment Act 1979 (EP&A Act).Need for the ProposalThe need for improved efficiency on the road network has been identified as a key priority forNSW by the State Government. Commuter car parks can have positive impacts in reducingprivate vehicle use, decreasing commuter costs and increasing access to public transportservices.The Metropolitan Transport Plan – Connecting the City of Cities (February 2010) is the NSWGovernment response to effectively link Sydney's land use planning with its transport network.The Plan confirmed that the NSW Government ―will build on the current commuter car park andinterchange programs to encourage commuters to use public transport for the majority of theirtrip to work— especially those whose home is not easily accessible to public transport for the firstleg of their journey‖.The Mount Druitt Commuter Car Park, the subject of this REF, is part of this Commuter Car Parkand Interchange Program. Mount Druitt Railway Station is a key transport facility in theBlacktown Local Government Area (LGA) and provides a critical transport link to the surroundingsuburbs. In summary the Proposal is required to:KMH-2010123a REF Rev 4 doc Page v of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsImplement government policies aimed at easing congestion on the roads and encouragingthe use of public transport;Provide capacity to support the anticipated demand that will be generated by futuredevelopment growth in the area; andProvide the capacity to support the current high level of demand for designated commutercar parks that are conveniently located, secure and accessible.Options consideredA scoping study for potential commuter car parking sites identified four potential sites within 300metres of Mount Druitt Railway Station (TCA, 2010). All options are in close proximity to thestation and have similar features.The preferred site option for Mount Druitt Commuter Car Park is site option 3 located on thecorner of Mount Street and North Parade. The site is currently disused and offers the greatestflexibility in terms of space utilisation and is also available for development.An assessment on the existing structure at the preferred option was undertaken to determinethe potential re-use and/or incorporation into the proposed redevelopment (Opus, 2010). It wasfound that retaining the existing structure would impose critical limitations on the proposed carpark in terms of layout and number of spaces. Another contributory reason for not reusing theexisting structure is the structural inadequacy of the existing structure to sustain additional floorsshould they be required in the future. A completely new structure would offer the opportunity tooptimise the layout and meet passive surveillance, ventilation and other criteria more effectively.The ‗do nothing‘ option was discounted as it fails to address existing and future car park demandand would not encourage greater use of public transport.Statutory and planning frameworkThe Environmental Planning and Assessment Act 1979 (EP&A Act) establishes the system ofenvironmental planning and assessment in NSW. Part 5 of the Act specifies the environmentalimpact assessment requirements for activities undertaken by public authorities which arepermissible without development consent under Part 4.State Environmental Planning Policy (Infrastructure) 2007 is the key environmental planninginstrument applicable to the proposed development. Clause 79 of the Infrastructure SEPP allowsfor the development of ‗rail infrastructure facilities by or on behalf of a public authority withoutconsent on any land‘. Clause 5 defines ‗rail infrastructure facilities‘ as including ‗car parksintended to be used by commuters‘.As TCA is a public authority and the proposed development falls within the definition of railinfrastructure facilities, the Proposal is permissible without consent. Consequently it may beassessed and determined by TCA under Part 5 of the EP&A Act.A Review of Environmental Factors (REF), this document, has been prepared to assess theconstruction and operational environmental impacts of the Proposal. The REF has been preparedin accordance with Clause 228 of the Environment Planning and Assessment Regulation 2000.Figure A illustrates the planning approvals process for the Commuter Car Park and InterchangeProgram.KMH-2010123a REF Rev 4 doc Page vi of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure APlanning approvals process for the Commuter Car Park and Interchange ProgramCommunity and stakeholder consultationConsultation with stakeholders, including Blacktown Council, NSW Roads and Traffic Authorityand RailCorp was undertaken during feasibility and scoping studies, pre-concept designdevelopment and preparation of this REF.Under the Infrastructure SEPP, consultation is required with local councils or public authorities incertain circumstances including where council-managed infrastructure is affected, or where localheritage items are affected. Additional consultation that is optional under the InfrastructureSEPP and under the Clause 228 Guidelines may include, but is not limited to:Direct notification to other community stakeholders; and/orPublic display of the REF.KMH-2010123a REF Rev 4 doc Page vii of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsCommunity consultation activities for the proposed commuter car park would be undertakenduring public display of this REF. The REF would be displayed for a period of approximately twoweeks. Display material would include:A summary document outlining the key findings of the environmental impact assessment;andCopies of drawings, aerials and artist‘s impressions.During this period, the REF would also be available for download from the TCA website andbrochures would be handed out at the station. Furthermore, an information line (1800 684 490)would be available for the public to make enquires about the Proposal.Environmental impacts and safeguardsThis REF identifies the potential environmental benefits and impacts of the Proposal andoutlines the mitigation measures to reduce the identified impacts. The Proposal, if implemented,would have the following long-term beneficial outcomes:Additional commuter parking at a key transport facility in the Blacktown LGA where there iscurrently an excess of demand for designated commuter car parking spaces;A facility which is expandable should car parking demand increase in the future;A safe and accessible facility that provides for the needs of disabled commuters;A facility that would improve the public domain through redevelopment of the site which iscurrently in disrepair;A development that would include a number of important sustainability initiatives in theconcept design so that use of the car park would be encouraged e.g. maximisation of naturalventilation and light, and wide pedestrian areas with high levels of passive surveillance; andA development that would integrate with and complement adjacent public transport facilities.The following temporary, adverse effects would be sustained during the construction period if theProposal were to proceed:Minor traffic congestion, delays and inconvenience to commuters, pedestrians and publictransport services;Construction noise and vibration; andVisual impacts.ConclusionThe REF has been prepared in accordance with relevant environmental planning legislation.Included in this REF are recommended mitigation measures to minimise potential environmentalimpacts. The assessment concludes that the Proposal would not significantly affect theenvironment and the impacts of the Proposal would be reduced by implementing the specifiedmitigation measures. Overall, the Proposal is expected to provide significant medium to longterm benefits for Mount Druitt and the wider Blacktown LGA.KMH-2010123a REF Rev 4 doc Page viii of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors1. Introduction1.1. Proposal identificationThe Transport Construction Authority (TCA), as a statutory corporation under theTransport Administration Act 1988, has the principal function of developing transportinfrastructure projects on behalf of the NSW Government. As part of the NSWGovernment‘s Commuter Car Park and Interchange Program (CCPIP), TCA proposes tobuild a commuter car park at Mount Druitt Railway Station at the corner of NorthParade and Mount Street (the Proposal).The Proposal is for the construction of a two-storey commuter car park providingapproximately 220 spaces for commuter vehicles, including 10 motorcycle parkingspaces. Seven spaces would be compliant with the Disability Discrimination Act 1992.The structure would be designed to allow for future construction of two additional carpark levels to cater for future expansion.The Proposal would include the following main activities/components:Demolition of an existing, part demolished building;Construction of a two-storey commuter car park of approximately 220 spaces; andProvision of a single left turn in and left turn out vehicle entrance and exit point onNorth Parade.The Proposal is located within the suburb of Mount Druitt between the towns of StMary‘s and Rooty Hill in the Blacktown Local Government Area (LGA) (refer Figure 1.1).Ropes Creek, which runs through the Blacktown LGA, is approximately two kilometressouth-west of the Proposal site. Ropes Creek is a lower tributary of South Creek whichis part of the greater Hawkesbury Nepean Catchment Area. The Proposal isapproximately 500 metres south-east of the Mount Druitt Westfield shopping centreand 500 metres south-west of the Mount Druitt Hospital. The Proposal is locatedwithin an urban environment and no National Parks are located in close proximity tothe Proposal site. Figure 1.2 illustrates the relationship between the Proposal, MountDruitt Railway Station and the existing commuter car park facilities. The site iscurrently a disused and partly demolished cinema with three mature eucalypts alongthe Mount Street frontage.The Proposal has been designed to provide commuter car parking to support thecurrent and future anticipated parking demand around Mount Druitt Railway Station.Construction is anticipated to commence in March 2011 and continue forapproximately 11 months.KMH-2010123a REF Rev 4 doc Page 1 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc. Page 2 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 1.2Mount Druitt Station and existing commuter car parking facilitiesKMH-2010123a REF Rev 4 doc. Page 3 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors1.2. Purpose of the REFThis Review of Environmental Factors (REF) has been prepared by KMH Environmentalon behalf of TCA. For the purposes of these works, TCA is the proponent and thedetermining authority under Part 5 of the NSW Environmental Planning andAssessment Act 1979 (EP&A Act).The purpose of the REF is to describe the Proposal, to document the likely impacts ofthe Proposal on the environment, and to detail protective measures to beimplemented.The description of the proposed works and associated environmental impacts hasbeen undertaken in accordance with Clause 228 of the Environmental Planning andAssessment Regulation 2000 (EP&A Regulation).This assessment has also been undertaken in consideration of the ThreatenedSpecies Conservation Act 1995 (TSC Act), the Fisheries Management Act 1994 (FMAct), and the Commonwealth Government‘s Environment Protection and BiodiversityConservation Act 1999 (EPBC Act). In doing so, the REF helps to fulfil therequirements of Section 111 of the EP&A Act that TCA examines and takes intoaccount to the fullest extent possible, all matters affecting or likely to affect theenvironment by reason of the activity.The findings of the REF would be considered when assessing:Whether the Proposal is likely to have a significant impact on the environment andtherefore the requirement for an Environmental Assessment and approval to besought under Part 3A of the EP&A Act.The significance of any impact on threatened species listed under the TSC Actand/or FM Act, in accordance with Section 5A of the EP&A Act, and therefore therequirement for a Species Impact Statement (SIS).The potential for the Proposal to significantly impact a matter of nationalenvironmental significance (NES) or Commonwealth land and the need to make areferral to the Commonwealth Department of the Sustainability, Environment,Water, Population and Communities (DSEWPC) for a decision by theCommonwealth Minister for the Environment on whether assessment and approvalis required under the EPBC Act.KMH-2010123a REF Rev 4 doc. Page 4 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors2. Need and options considered2.1. Strategic need for the ProposalThe NSW Government‘s Metropolitan Strategy - City of Cities: A Plan for Sydney’sFuture (Department of Planning, Dec 2005) provides the overarching planningframework for Sydney‘s future. It sets the parameters for residential and economicdevelopment in centres and corridors across the broader metropolitan area andidentifies the transport needs to support this development.The Metropolitan Transport Plan – Connecting the City of Cities (February 2010) is theNSW Government response to effectively link Sydney's land use planning with itstransport network and is designed to be incorporated into the Metropolitan Strategy.The Metropolitan Transport Plan confirmed that the NSW Government ―will build onthe current commuter car park and interchange programs to encourage commuters touse public transport for the majority of their trip to work— especially those whose homeis not easily accessible to public transport for the first leg of their journey‖.TCA has been managing the delivery of the commuter car parks within the programsince 2008 and will deliver the new commuter car parks and interchanges announcedwithin the Metropolitan Transport Plan and the State Budget 2010-11 as part of theCCPIP (Figure 2.1).Mount Druitt Railway Station and Bus Interchange is an important regional transporthub that services a large surrounding area.According to the 2009 travel statistics, an average of 4710 people entered and 710exited Mount Druitt Railway Station during morning peak periods (RailCorp, 2010).During the afternoon peak period, 860 people entered the station and 4020 peopleexited the station. Overall, in the 24 hour period, an average of 7800 people enteredand exited the station.Commuter modes of transport to and from Mount Druitt Railway Station are providedin Table 2-1.Table 2-1Modes of transport to and from Mount Druitt Railway StationStation Year Sample Walk Bus Car park Car lift OtherMountDruitt (1)MountDruitt (2)2006 387 13% 27% 39% 19% 3%2008 67 25% 18% 27% 28% 1%(1) Mount Druitt Station Access Mode Survey Thursday 14 December 2006(2) Traffic Surveys were performed by an independent company, R.O.A.R Data Ltd, on 2 September 2010for the 0600-0900 AM and 1630-1930 PM peaks.The results indicate that in both 2006 and 2008 more than 55 per cent of commutersparked at the station or were passengers in a car.KMH-2010123a REF Rev 4 doc. Page 5 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 2.1Commuter Car Parks and Interchange ProgramKMH-2010123a REF Rev 4 doc. Page 6 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsMount Druitt is a growing suburb within the context of a growing regional population.Currently, 13,500 people live in Mount Druitt. By 2021, the population in Mount Druittis expected to grow by 35 per cent to approximately 18,000 (Blacktown City Council, IDPlanning, ABS). Furthermore, significant development is planned to the north west ofMount Druitt at the former Australian Defence Industries (ADI) site which would add todemand at the station.Within 350 metres of Mount Druitt Railway Station there are approximately 370 offstreetparking spaces provided by RailCorp and the City of Blacktown plus 450unrestricted on-street parking spaces. Furthermore, the nearby St Patrick‘s Tavern andWestfield Shopping Centre both support commuter parking (Opus, 2010). Both theseparking facilities were built for customer rather than commuter use; however, parkingwithin these facilities is unrestricted and may be used by commuters. It was observedby 0630 all available on-street and public commuter car park spaces within a 200metre radius were filled and by 0830 the parking spaces out to the 400 metre radiuswere filled (Opus, 2010).In summary, there is a high level of commuter car parking demand with insufficientdesignated commuter car parks that are conveniently located, secure and accessible.The development of a multi-storey car parking facility at Mount Druitt would increasethe capacity of car parking available at the station and improve the efficiency, safetyand convenience for commuters, thereby encouraging increased use of publictransport. It would therefore be consistent with the aims of the Government policies.2.2. Commuter Car Park and Interchange Program objectivesThe objectives for the car park and interchange projects are to:Efficiently manage the delivery of the car parks and interchanges within CCPIP;Meet agreed program and budget parameters;Deliver safe, accessible and sustainable commuter car park and interchangefacilities of a high quality and consistent standard;Mitigate environmental impacts and deliver the highest standard of environmentalperformance;Deliver commuter car park and interchange facilities that meet the reasonableneeds and requirements of stakeholders;Positively engage with the community and other stakeholders; andOptimise government investment for the benefit of the community.2.3. Proposal objectivesThe specific objectives of the Mount Druitt Commuter Car Park are to:Accommodate approximately 220 vehicles sufficient to provide for the expectedmedium term parking demand;Ensure flexibility in construction to allow for future expansion of the facility;Provide safe, accessible and sustainable facilities for commuters and other users;Enhance the pedestrian access from the proposed commuter car park to thestation; andEnsure a value-for-money outcome.KMH-2010123a REF Rev 4 doc Page 7 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors2.4. Alternatives and options consideredA scoping study for potential commuter car parking sites conducted in June 2010(TCA, 2010) identified four potential sites within 300 metres of Mount Druitt RailwayStation. The locations of the sites are shown in Figure 2.2.WestfieldOption 4St Patricks TavernOption 1Option 2Option 3Mt Druitt StationNorth ParadeBeames AvenueFigure 2.2Potential commuter car parking sitesThese sites were subject to a screening process against the following broad criteria:Proximity to the station;Ownership;Accessibility;Site issues/features; andLocal planning controls and zoning.All four options are on land zoned 3(a) Business – General under the Blacktown LocalEnvironment Plan 1988. Car parks are not prohibited developments in this zone andthe height limit is ground plus one level.All options are on relatively flat sites and in easy walking distance to the station.Site option 1 - St Patricks TavernThe site consists of a large at-grade car park which is associated with a tavern locatedto the north. The surrounding area is mostly commercial. The closest residentialproperties are located approximately 100 metres away.The tavern site is in private ownership and may be suitable for shared development,purchase of air rights or purchase of a part of the existing at-grade car park.There are mature native trees throughout the site and along the southern perimeterboundary.Traffic access to the site would be via Luxford Road, Mount Street and North Parade.KMH-2010123a REF Rev 4 doc Page 8 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsSite option 2 – Mount Druitt Medical and Dental Centre car parkThe site is currently used as an at-grade car park for the adjacent medical centre andis in private ownership. The closest residential properties are approximately 100metres away. The site may suit a future development with commuter parking on topand existing parking for the medical centre on the ground level.There are large trees, likely to be natives, along the northern and eastern boundariesof the site.Traffic access to the site would be via Luxford Road, Mount Street, North Parade andJirrang Close.Site option 3: Development siteThe site is a partly demolished cinema. The property is in private ownership and hasbeen for sale for some time. The site could be used for an at-grade or multi-storey carpark.The closest residential properties are located approximately 100 metres away on theother side of the rail line.Native trees are located along the eastern perimeter of the site.Traffic access to the site would be via Luxford Road, Mount Street and North Parade.Site option 4: Over existing interchangeThis site is located above the existing bus interchange on North Parade. The siteconsists of multiple bus set downs, sheltered waiting platforms and pedestrianconcourses to Mount Druitt Railway Station and Mount Druitt shopping precinct.Bus access and egress to the site is via a roundabout on North Parade.Ranking of site optionsAll options are in close proximity to Mount Druitt Railway Station and have similarfeatures.Site option 2 is the least suitable given the site is currently used by the medical centre.Development at this location would require utilisation of a smaller road (Jirrang Road)which may have detrimental traffic impacts. Construction of the car park would alsoresult in disruption to the sites current use.Site option 1 would be preferred in terms of proximity to the station however this landis not currently available for development. This site may also provide opportunities forfuture retail/commercial activities given its proximity to other commercial/retailpremises. Development of a commuter car park at this location would also result inloss of parking and disruption to the sites current use during the construction phase.Site option 4 was discounted due to constraints associated with traffic access,pedestrian, car and bus conflict, complexity of design, buildability, cost of structureand multiplicity of stakeholder interests.Site option 3 has two frontages which would have positive benefits in terms of passivesurveillance. The site is currently disused, offers the greatest flexibility in terms ofspace utilisation and is also available for development.The preferred site option for the Mount Druitt Commuter Car Park was thereforechosen as site option 3.An assessment of the existing structure at site option 3 was undertaken to determineif potential re-use and/or incorporation into the proposed redevelopment (Opus,2010). It was found that retaining the existing structure would impose criticallimitations on the proposed car park in terms of layout and number of spaces. AnotherKMH-2010123a REF Rev 4 doc Page 9 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorscontributory reason for not reusing the existing structure is the structural inadequacyof the structure to sustain additional floors should they be required in the future. Anumber of part demolition options were feasible however these would be more costlythan full demolition and would only marginally save time due to a number of technicalissues. A completely new structure would offer the opportunity to optimise the layoutand meet passive surveillance, ventilation and other criteria more effectively.The do-nothing optionThe NSW Government has identified the need for improved efficiency on the roadnetwork as a priority under the Metropolitan Plan. One of the initiatives identified bythe State Government is to expand and enhance the commuter car parking supply inkey areas across Sydney. Providing commuter car parking facilities at railway stationswould make it easier to travel by public transport and would assist in encouragingmodal shift towards more sustainable forms of transport.The provision of commuter car parking would make it easier to travel by publictransport and would encourage commuters to use public transport for the majority oftheir trip to work— especially those whose home is not easily accessible to publictransport for the first leg of their journey.The ‗do nothing‘ option was not considered a feasible alternative as it is inconsistentwith NSW Government objectives and would not help encourage the use of publictransport.2.5. Preferred optionThe preferred option is located on the corner of North Parade and Mount Street. Thesite is currently in private ownership, and requires acquisition prior to construction.Development of a concept design for this site was therefore undertaken.KMH-2010123a REF Rev 4 doc Page 10 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors3. Description of the Proposal3.1. Existing infrastructure and land usesThe proposed site for the commuter car park is located on the corner of North Paradeand Mount Street at Lot 3 on Plan 719982, North Parade. The site covers an area ofapproximately 4,625 square metres.The proposed site contains a partially demolished concrete building that is fenced offto the general public. The site generally falls in a north to south direction with amoderate gradient of around 1 in 20. In the north-west corner there are 1.8 – 2 metrehigh retaining walls that extend along the northern and western boundaries. Theexisting structure acts to retain the change in grade along the eastern boundary. Thecurrent ground floor slab level is approximately RL 52.30, and is up to 0.5 metresbelow the footpath level at the North Parade frontage.The majority of the site is covered by existing concrete foundations. The only maturetrees on site are three specimens of Forest Red Gum Eucalyptus tereticornis betweenthe Mount Street footpath and the existing partially demolished structure. The bulk ofvegetation on the site occurs in the strip of vegetation occurring along the NorthParade frontage. This strip of vegetation is approximately 10 metres deep and consistsof some native species of trees and groundcovers; however is dominated byintroduced weeds.Additional vegetation is present along the Mount Street median, which containsmature eucalypts. No street trees are present along North Parade, however low levellandscaped shrubs run along the median strip.The site is approximately 300 metres east of the Mount Druitt Railway Station and BusInterchange. It is situated within the commercial district of Mount Druitt directly southof two major shopping centres and amongst commercial office blocks. Adjacent to thesite is Mount Druitt Court House to the west, CentreLink and Family Assistance officesto the north and a TAFE campus to the east. Further to the north is a public swimmingpool and leisure centre and approximately 500 metres to the north-east is MountDruitt Hospital. Figure 3.1 identifies the land uses surrounding the Proposal site.Mount Druitt Railway Station is located on the southern side of North Parade andservices the Western Line on the CityRail suburban network. A bus interchange islocated on the northern side of North Parade adjacent to Mount Druitt Railway Stationwhere buses provide feeder services to and from the station to the surroundingsuburbs. The nearby Mount Druitt retail area, along with the TAFE campus, two highschools, the hospital and Rooty Hill RSL provide a constant stream of pedestrians pastthe site going to and from the station.Pedestrians walking past the Proposal site to Mount Druitt Railway Station generallyuse the footpath on the northern side of North Parade immediately in front of the site.An overhead pedestrian bridge at Mount Druitt Station provides a crossing of NorthParade with both lifts and elevators providing access to the southern side of NorthParade and the Railway Station.RailCorp provides commuters using Mount Druitt Railway Station with approximately280 free, angled off-street parking spaces on both sides of the rail corridor, alongNorth Parade and Beames Avenue. Blacktown City Council provides approximately 90free spaces at an off-street commuter car park less than 200 metres from the station,accessed via Jirrang Close.KMH-2010123a REF Rev 4 doc Page 11 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc Page 12 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThe Mount Street and North Parade intersection is a signalised junction. There is aroundabout between the Proposal site and Mount Druitt Railway Station at the junctionof North Parade and Jirrang Close.North Parade has two lanes in both directions separated by a grassed median barrier;however, North Parade is reduced to one lane through the roundabout. Many sectionsof North Parade are reduced to one lane in each direction where the kerb side lanesare used for parking.3.2. The Proposal3.2.1. Design featuresA site plan and indicative concept drawings are provided in Figures 3.2a-e. Theconcept drawings are subject to refinement during the detailed design phase.The Proposal includes, but is not limited to, the following key design features:A two level structure for approximately 220 vehicles including 7 disabled parkingspaces and 10 motorcycle spaces. Approximately 110 spaces would be on theground floor and 110 spaces on the first floor;The structure would be set back between 0.5 and 3.6 metres from North Paradeand 10.4 metres from Mount Street;The maximum height of the building would be 4 metres above the level of NorthParade. The northern half of the ground floor structure would be substantiallybelow the level of Mount Street;A vehicle entry and exit midway along the southern boundary of the ground levelonto North Parade;A designated pedestrian entry and egress footpath adjacent to the vehicle accesspoint on North Parade;A pedestrian connection between the ground and first floor via lifts and stairs inthe south-west corner;Pedestrian stairs connecting the ground and first floors in the north-east corner;One-way traffic circulation within the car park and the provision of speed humps toregulate vehicle speed;Flexibility to construct additional storeys for future expansion throughconsideration of structural design, car park layout and location of ramps and firestairs;Reconfiguration of the existing commuter car parking spaces located in closeproximity to the entrance of Mount Druitt Railway Station to provide an additional 7DDA compliant car spaces; andThe upgrade of Council footpaths on North Parade and Mount Street adjacent tothe proposed car park; andMinor upgrading of the footpath on the northern side of North Parade connectingthe proposed car park to Mount Druitt Railway Station.KMH-2010123a REF Rev 4 doc Page 13 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 3.2bProposed car park – ground floor planKMH-2010123a REF Rev 4 doc Page 15 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 3.2cProposed car park – first floor planKMH-2010123a REF Rev 4 doc Page 16 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsPedestrian footbridgeFigure 3.2dProposed layout of car spaces adjacent to Mount Druitt Railway StationKMH-2010123a REF Rev 4 doc Page 17 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 3.2eProposed car park – elevationsKMH-2010123a REF Rev 4 doc Page 18 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKey safety features of the Proposal include:One main pedestrian entry and egress point on North Parade;Use of the existing pedestrian connection from the car park to Mount DruittRailway Station;Security screens that maintain visibility through the car park where possible;Glass / transparent panels in the lift;Stairwells that have a high level of visual transparency from the outside;Planting that allows clear, unobstructed views of public spaces, car parkentrances/exits and lifts;Tree species selected for landscaping that avoid concentrated (top to bottom)foliage which could provide concealment for potential criminal activity;A sloping bank along the Mount Street frontage to increase levels of passivesurveillance;A main circulation stairwell that is designed to have at least 50 per cent widerflights than the minimum required to facilitate Crime Prevention throughEnvironmental Design principles of visibility on flights and thus minimise crowdedstairs and ―blind‖ corners;A car park secured on all sides by screens and a 2.1 metre high palisade fencealong all boundaries thereby allowing for lock down of the car park;A design that avoids hidden spaces or recesses that could provide a person theopportunity to conceal themselves or others from general view;Adequate queuing space around the lift;Provision of CCTV cameras at:oooooVehicular and pedestrian entrances and exits;Each level of vehicle parking with general coverage of parking spaces andall pedestrian routes;Internal stairs and landings;Inside the lift; andEach lift lobby area.Removal of 14 spaces of unrestricted kerb side parking on North Parade betweenJirrang Close and Mount Street to enable safe exit of vehicles from the car park.Lighting within the car park and adjacent external areas to achieve adequateillumination levels. Where CCTV coverage is required, the lighting is designed toprovide the necessary minimum vertical illumination levels for optimum operationof the CCTV cameras.3.2.2. Sustainability in designThe pre-concept and concept design of the Proposal has been undertaken inaccordance with TCA‘s sustainability guidelines. The guidelines group sustainabilityinitiatives into six themes:Energy;Materials and waste;KMH-2010123a REF Rev 4 doc Page 19 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsBiodiversity and heritage;Water;Pollution control; andCommunity benefits.Within each theme initiatives are prioritised into three requirement categories,including:Mandatory i.e. driven by legislation;Fundamental i.e. fundamental to achieving desired outcome; andDiscretionary i.e. provides a benefit but may not be suitable to the project.The guidelines also specify a minimum level of performance within each category;100, 80 and 20 per cent respectively.A selection of the sustainable design initiatives that have been incorporated into thedesign of the Proposal include:Adaptive re-use in the future – Structural capacity has been incorporated to allowfuture additional floors to be added above the commuter car park;Shared use - During weekends the car park may be converted into markets;Crime Prevention through Environmental Design (CPTED) - CPTED principles havebeen incorporated into the design e.g. main stairwell is designed 50 per cent widerto increase visibility and reduce blind corners;Electric car charging in the future - The design allows for future installation ofhybrid/electric vehicle charging stations by including an electrical conduit system;Preferential parking for fuel efficient vehicles - Design spaces for future electricvehicle charging points are provided closest to the station entry;Preferential parking for motor bikes – The design incorporates motor bike parkingspaces closest to the station entry;Design for all - The car park would be accessible to all regardless of age, ability orcircumstance;Security lights - The design incorporates security lighting in such a way that theywould not be directed at neighbouring properties and they would not reflect intoneighbouring properties;Separate meters and sub-metering - Sub-metering is provided for all energy useswithin the development to enable staff to locate and track equipment that useslarge amounts of electricity;Photo electric switches - The design incorporates control systems for lighting thatswitch to maintain a minimum level of lighting (i.e. these switches turn on lightswhen the area becomes darker);Timed switches – The design incorporates lighting switches that turn on and off atparticular times where pattern of use is known like station offices;Road base - The design incorporates recycled aggregate for road base materials;Planting - Plant species have been selected that require no irrigation and arecomplementary to the existing context;Downstream water - The design incorporates the installation of mechanicaltreatment of stormwater from the site using gross pollutant traps and drain filters;KMH-2010123a REF Rev 4 doc Page 20 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsLight coloured finishes - The design incorporates light coloured finishes on floors,walls and ceilings to help reflect ambient light. It is considered there would beminimal effect of glare on drivers and other safety issues;Stair placement – The main circulation stairs are located along desire lines toencourage use;Member spacing - The spacing of structural members is optimised to produce anefficient structure and reduce materials;Luminaire efficiency – The design Incorporates energy efficient lightingtechnologies (e.g. T5 fluorescent, metal halide etc);Vertical transport - The design incorporates the installation of energy efficientvertical transport systems by including variable voltage, variable frequency controlgear for lifts;Natural ventilation – The car park is completely naturally ventilated;Ventilation location - Ventilation openings are located mainly adjacent to streetboundaries or screened by retaining walls and earth banks to reduce the effects ofoperational noise; andRecycling demolished structure – Where possible the demolished structure wouldbe recycled.Other sustainable design initiatives that would be considered during detailed designdevelopment of the Proposal include:Virgin steel - Where possible, the absolute quantity of virgin steel would be reducedby substituting it with post-consumer recycled steel as follows:ooo95 per cent of all reinforcing steel, by mass, used in the Proposal wouldhave a post consumer recycled content of 100% and be sourced inAustralia;All other steel would contain at least 50% of recycled content, if it has beentransported from a country other than Australia (Green Star Commercial);Alternatives to steel would be used where feasible. Recycled content steelwould be used where practicable.Prefabrication – Prefabricated building components would be used where possibleto reduce construction waste and minimise material usage;Wind breaks – Structures and landscape would be designed to assist in providingshelter to commuters from prevailing winds;Wind – The design of the car park would avoid the creation of wind tunnels;Cement – The absolute quantity of Portland cement would be reduced wherepossible by substituting it with industrial waste products or oversized aggregate asfollows:ooo30 per cent for in-situ concrete;20 per cent for pre-cast concrete;15 per cent for stressed concrete;o Recycled concrete would be preferred if approved by the civil engineer /structural engineer.Low VOC paints –Low volatile organic compound (VOC) paints would be used.KMH-2010123a REF Rev 4 doc Page 21 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors3.2.3. Engineering constraintsThe key engineering constraints relating to the Proposal include:An existing partly demolished structure located on site;The existing western boundary retaining wall and security fence are to bemaintained. Some sections are being supported by the existing structure andwould need temporary propping during construction. Permanent support by thenew structure would be provided;An existing sub-station and associated underground high voltage lines to berelocated;Preliminary geotechnical investigations identified weak shale at depth. Tocompensate for this, pile footings may be required; andA requirement for the design to include provision for two additional suspendedlevels.3.3. Construction activities3.3.1. Work methodologyIt is anticipated that construction would commence in March 2011. The constructionduration for the works associated with the Proposal is estimated at approximately 11months, dependant on the construction program proposed by the contractor. Thiswould be developed further during the detailed design phase of the project. The keyconstruction activities are described as discrete tasks below however some may beundertaken in parallel or in a different order to that presented.The above construction duration estimate is based on the following approach toconstruction:Establish site boundary fencing;Establish erosion and sedimentation control measures;Demolish the existing suspended concrete slab / column structures;Remove redundant services;Hazmat survey and asbestos removal;Site clearing and establishment;Prepare for substructure i.e. drainage points and service relocation;Construct the piles, pile caps and footing beams;Construct stormwater drainage infrastructure including pits and pipe work;Construct the columns and walls;Construct superstructure (floor slabs and ramps);Construct the ground floor slabs;Install car barriers, screens and other non-structural elements; andUndertake external works such as landscaping and paving.KMH-2010123a REF Rev 4 doc Page 22 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsSite clearing and establishmentPrior to commencing work on site, the construction contractor would be required todevelop and implement the necessary pre-construction mitigation plans and measuresoutlined in any conditions of approval. This would likely include a ConstructionEnvironmental Management Plan and temporary pedestrian arrangements andsignage.Areas for workers site sheds, offices, lay down space and material storage would beprovided along the site frontage to North Parade. The size and arrangement of theseareas would be confirmed during detailed design and any need for additionalconstruction car parking would be considered in the construction traffic managementplan. Designated access points to the site for construction material deliveries would beidentified with signage and a site hoarding constructed for the safety of the public.All utilities present at the worksite would be identified through dial-before-you-diginformation and survey information and their physical location determined prior toworks commencing. Section 3.5 identifies the current scope of the utility adjustmentsrequired as part of the Proposal.The existing building structure would be demolished to allow for the complete use ofthe site for the commuter car park.Demolition of existing structure and site preparationThe existing partly demolished cinema structure on site would be demolishedaccording to a demolition plan. Existing retaining wall structures on the north, westand east boundaries would be retained along with the existing ground floor. Temporarypropping or protection requirements would be outlined in the demolition plan.All vegetation, existing surface material and any remaining topsoil would be removedand approved sub-base materials placed to provide a competent bearing for the floorslabs. Remediation of any identified contaminated areas would be undertaken duringthis stage. A variety of utilities would be needed in the car park and conduits would beinstalled in the required positions prior to pouring the new ground floor slab.Construction of pile footings, pile caps and footing beamsThe building would be supported on reinforced-concrete bored piers cast in-situ or padfootings and founded on rock. Design of the piers and pads would be in accordancewith the relevant Australian Standards and based on recommendations ofgeotechnical investigations to be undertaken prior to construction commencing.Once the piers have cured, the pier tops would be prepared for capping structures andwhere necessary connection to footing beams.Construction of columns and wallsConcrete columns are proposed of varying width from 300 to 600 millimetres.Concrete walls would also be constructed at the locations of fire stairs and in otherplaces to provide lateral stability to the building. Columns and walls would be formedand cast in-situ.Construction of ground floor slabs and suspended floorsDue to the size of the floor slabs, the slab on ground and suspended floors would berequired to be constructed in several pours each with temporary or permanentconstruction joints.KMH-2010123a REF Rev 4 doc Page 23 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsInstallation of car barriers, screens and other non-structural elementsInstallation of a variety of non-structural car park elements would be conducted inparallel with the key construction activities. Such works would include utilitiesconnections, drainage, lighting, line marking, wall panels and barriers, fire equipment,stairs, lifts and other items.External WorksExternal works such as landscaping and paving would be completed once the majorityof major construction works are completed.3.3.2. Plant and equipmentTable 3-1 provides a list of plant and equipment that would be used in theconstruction of the Proposal. The table also indicates the level of noise that would beexpected from each item, which would contribute to the environmental impact of theProposal.Table 3-1Types of plant and associated LAeq sound power levelsPlant dBA Plant dBA Plant dBAJackhammer 108 Excavator (20 tonne) 99 Paving Machine 104Hand Tools 94 Dumper (5 tonne) 95 Mobile Crane 104Chainsaw 110 Truck mounted HIAB 98 Grinder 111Bobcat 104 CFA Rig 108 Trench Compactor 106D8 Dozer 115 Concrete Pump 106 Concrete Saw 115Excavator hammer 112 Concrete Truck 106 Truck (small) 102Grader 105 Generator 101 Dump truck (10 tonne) 1003.3.3. EarthworksAs the ground floor level of the existing structure would be used as the subgrade forthe new ground floor level of the proposed car park, bulk excavation requirements areconsidered to be minimal. There would be some detailed excavation of the existingground floor slab for service trenches. Some fill may be required along Mount Streethowever this may be sourced from recycled material on site.3.3.4. Source and quantity of materialsThe type and approximate quantity of materials that would be required for constructionof the Proposal include:Concrete – 4500 tonnes;Concrete block – 10 tonnes;Reinforcement (including prestressing) – 120 tonnes; andStructural steel – 2 tonnes.The source of these materials would be determined during the detailed design phaseof the Proposal. Materials would be sought from local suppliers where feasible.KMH-2010123a REF Rev 4 doc Page 24 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsRecycled road base materials would be used where possible for the pavementconstruction.The anticipated type and approximate volumes of materials that would be generatedduring demolition include:Concrete –2500 tonnes; andReinforcement (including prestressing) - 70 tonnes.The existing ground floor slab would be retained and incorporated within the newground floor structure. No other on site recycling of construction materials isanticipated. The reinforced concrete that is removed from site could be crushed andthe concrete reused for granular material, and the reinforcing steel recycled.3.3.5. Traffic management and accessA primary consideration during construction would be the continued uninterruptedoperation of Mount Druitt Railway Station, Court House, TAFE and the surroundingbusinesses, and minimising inconvenience to railway commuters.Construction traffic would largely be limited to construction worker‘s vehicles,management staff and deliveries as bulk earthworks are unlikely at the site. Peakconstruction traffic of six heavy vehicle movements per day would occur during thedemolition phase. Construction traffic would be encouraged to use main roads as faras possible and entrances to the site would be clearly signposted.Approximately 85 per cent of construction vehicles would travel to the site fromCarlisle Avenue along North Parade. The remaining heavy vehicles would access thesite via Mount Street. Access to the site during construction would be via an entry/exitpoint on Mount Street.Further details regarding construction traffic management are provided in Section 6.1.3.4. Ancillary facilitiesThe demolished structure would be temporarily stockpiled on site and would beremoved efficiently and quickly. Stockpiling of other material would not be significantfor the Proposal and cut/fill works would not be substantial.The construction compound would be located along the site frontage to North Parade.The size and arrangement of this construction compound would be determined duringdetailed design. The construction compound would include site sheds, offices andmaterial storage areas as per normal construction practices.The construction site would be fully enclosed with security fencing to maximise safetyand security to the public. Hoarding would be erected along North Parade if required.Footpath works would generally be limited to the frontages of the car park alongMount Street and North Parade, however some minor footpath improvement worksbetween the car park and the station may be undertaken as necessary.No other construction facilities would be required for the Proposal.3.5. Public utility adjustmentsAn electrical substation and associated high voltage supply located towards thesouthern middle section of the site would require removal and a new substation wouldbe installed at another location on site. Other utilities present include electricalcabling, stormwater drainage and telecommunications. Details of these utilities andany necessary adjustments would be progressed during the detailed design stage.KMH-2010123a REF Rev 4 doc Page 25 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors3.6. Property acquisitionThe site for the proposed car park is located on the corner of North Parade and MountStreet at Lot 3 DP 719982. The site covers an area of approximately 4,625 metressquared.TCA is currently in negotiations with the landowner regarding acquisition of theproperty. Any property acquisition for the development would be undertaken inaccordance with the Land Acquisition (Just Terms Compensation) Act 1991 (NSW).No temporary leasing of any property would be required during construction.KMH-2010123a REF Rev 4 doc Page 26 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors4. Statutory and planning framework4.1. Environmental Planning and Assessment Act 1979The EP&A Act establishes the system of environmental planning and assessment inNSW. Part 5 of the EP&A Act specifies the environmental impact assessmentrequirements for activities undertaken by public authorities, such as TCA, which do notrequire development consent under Part 4 of the Act.This Proposal is subject to the environmental impact assessment and planningapproval requirements of Part 5 of the EP&A Act. In accordance with Section 111 ofthe EP&A Act, TCA, as the proponent and determining authority, must examine andtake into account to the fullest extent possible all matters affecting or likely to affectthe environment by reason of the proposed activity.Clause 228 of the Environmental Planning and Assessment Regulation 2000 (EP&ARegulation) defines the factors which must be considered when determining if anactivity assessed under Part 5 of the EP&A Act has a significant impact on theenvironment. Section 6 of this REF and Appendix B provides a full environmentalimpact assessment of the Mount Druitt commuter car park in accordance with Clause228.The planning approvals process for the Commuter Car Park and Interchange Programis illustrated in Figure A.4.2. State Environmental Planning Policies4.2.1. State Environmental Planning Policy (Infrastructure) 2007The State Environmental Planning Policy (Infrastructure) 2007 (Infrastructure SEPP) isthe key environmental planning instrument which determines that this Proposal ispermissible without consent and therefore is to be assessed under Part 5 of the EP&AAct.Clause 79 of the Infrastructure SEPP allows for the development of rail infrastructurefacilities by or on behalf of a public authority without consent on any land. Clause 78defines ‗rail infrastructure facilities‘ as including ‗associated public transport facilitiesfor railway stations‘, which includes ‗car parks intended to be used by commuters‘ inaccordance with Clause 5.The Mount Druitt commuter car park falls within this definition of a rail infrastructurefacility and can therefore be assessed under Part 5 of the EP&A Act. Developmentconsent from Blacktown City Council is therefore not required.In addition, Part 2 of the Infrastructure SEPP contains provisions for public authoritiesto consult with local councils prior to the commencement of certain types ofdevelopment. Section 5 discusses consultation undertaken during the development ofthe Proposal, including consultation requirements of the Infrastructure SEPP.4.2.2. State Environmental Planning Policy (Major Developments) 2005The State Environmental Planning Policy (Major Developments) 2005 defines certaindevelopments that are considered major projects and required to be assessed underPart 3A of the EP&A Act and determined by the Minister for Planning.The proposed car park facility does not constitute a major project under the SEPP andtherefore the Policy does not apply.KMH-2010123a REF Rev 4 doc Page 27 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors4.2.3. State Environmental Planning Policy 55 - Remediation of LandThe object of this Policy is to provide for a State-wide planning approach to theremediation of contaminated land. The Policy aims to promote the remediation ofcontaminated land for the purpose of reducing the risk of significant harm to humanhealth or any other aspect of the environment. The Policy states that a consentauthority must not consent to the carrying out of any development on land unless:(a) It has considered whether the land is contaminated;(b) If the land is contaminated, it is satisfied that the land is suitable in itscontaminated state (or would be suitable, after remediation) for the purpose forwhich the development is proposed to be carried out; and(c) If the land requires remediation to be made suitable for the purpose for which thedevelopment is proposed to be carried out, it is satisfied that the land would beremediated before the land is used for that purpose.A Phase I Preliminary Site Contamination Investigation was undertaken by A. D.Envirotech Australia. The investigation concluded that once asbestos removaloperations are complete and an asbestos clearance inspection has been undertakenby an experienced environmental consultant the site can be deemed suitable for theproposed development. Contamination is discussed further in Section 6.9.2 and thePhase 1 Preliminary Site Contamination Investigation report is provided in Appendix F).4.3. Regional Environmental Plans and strategiesAs of 1 July 2009, regional environmental plans (REPs) are no longer part of thehierarchy of environmental planning instruments in NSW. All existing REPs are nowdeemed State Environmental Planning Policies (SEPPs). Table 4-1 summarises theRegional Environmental Plans and Strategies applicable to the site.Table 4-1Regional Environmental Plans and strategiesRegionalEnvironmental Planand StrategiesSydney RegionalEnvironmentalPlan No.20 –Hawkesbury-Nepean River(No.2- 1997)DescriptionThe aim of this SREP is to protect theenvironment of the Hawkesbury-NepeanRiver system by ensuring that the impactsof future land uses are considered in aregional context. The Blacktown LocalGovernment Area is covered by SREP 20.Clause 4 requires TCA to consider theplanning policies and recommendedstrategies set out in Clauses 5 and 6 formanaging the environmental impact of theProposal.CommentThe Proposal is consistentwith the relevant policydirections and strategiescontained within the SREP.No environmental impacton the Hawkesbury-NepeanRiver system is expectedfrom the Proposal. Noadditional consent orapprovals are requiredunder the SREP.KMH-2010123a REF Rev 4 doc Page 28 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsRegionalEnvironmental Planand StrategiesDescriptionCommentSydneyMetropolitanStrategy (NSWGovernment 2005)The Sydney Metropolitan Strategy ―City ofCities – A plan for Sydney‘s future‖ (NSWGovernment 2005) is a strategicdocument that outlines a vision for Sydneyover the next 25 years; identifying thechallenges and the directions to achievethe vision. The Strategy forms the basis fordevelopment of more detailed subregionalstrategies. Blacktown is identifiedas a ‗major centre‘ in the Strategy.The proposed car parkwould facilitate thedevelopment of Blacktownas a major centre in thecontext of the North-westregion by providingimproved access to publictransport.The Proposal would alsonot compromise futureemployment developmentin Blacktown CBD.Draft Sub-regionalStrategy –NorthwestSubregion 2007(DoP 2007)The draft Sub-regional Strategy -Northwest Subregion will guide land-useplanning until 2031 in the Baulkham Hills,Blacktown, Blue Mountains, Hawkesburyand Blacktown local government areas.Key directions include:Developing the North West GrowthCentre with centres, infrastructureand services;Retaining and protecting strategicemployment lands to help providejobs closer to home;Continuing to develop Blacktown as aMajor Centre;Improving transport access to, fromand within the subregion;Protecting rural and resource lands aswell as promoting the environmentaland scenic qualities of the subregion;andImproving access to open space andrecreation opportunities.As Mount Druitt is locatedwithin Blacktown LGA, theproposed commuter carpark is consistent with theStrategy objectives byimproving public transportaccess to and from thesubregion.4.4. Local Environmental Plans and strategiesLocal environmental plans guide planning decisions for local Government areas.Through zoning and development controls, they allow councils to supervise the way inwhich land is used. Development control plans, prepared in accordance with the EP&AAct, are also used to help achieve the objectives of the local plan by providing specific,comprehensive requirements for certain types of development or locations. Theprovisions of the Infrastructure SEPP override the need to seek development consentKMH-2010123a REF Rev 4 doc Page 29 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorsfor the Proposal or comply with the LEP or DCP provisions; however they are providedhere for reference and completeness.4.4.1. Blacktown Local Environmental Plan 1988The proposed site is zoned 3(a) – Business – General under the prevailing LEP. Zoningof the surrounding area is shown in Figure 4.1. The objectives of Zone 3(a) Businessare:(a) To encourage appropriate development which will result in the growth of majorfoci for accommodating the retail, commercial and social needs of the community;(b) To encourage development and expansion of business activities that willcontribute to the economic growth and creation of employment opportunitieswithin the City of Blacktown;(c) To encourage a wide range of retail, commercial and recreational facilities in themajor business centres of Blacktown;(d) To accommodate the establishment of retail, commercial and professionalservices for local residents in conveniently located business centres within theresidential precincts where the scale and type of business development iscompatible with the amenity of the surrounding areas; and(e) By means of development control plans -(i) To ensure that the size and function of both retail and commercial facilities areestablished within a preferred hierarchy of centres for the City of Blacktown;(ii) To set aside specific areas within the zone for the provision of car parkingcommunity uses, civic facilities, recreation areas and the like; and(iii) To provide for a program of environmental improvements within each centre.Car parking facilities are permissible with consent in this zone and the Proposal isconsistent with the objectives of the zone.Clause 79 of the Infrastructure SEPP removes any consent requirements under anLEP.4.4.2. Blacktown Development Control Plan 2006The Blacktown Development Control Plan 2006 (Blacktown DCP) identifies designprinciples for the Blacktown LGA including building height, setback and streetscapedesign.Mount Druitt is a subregional centre within Blacktown LGA with no specific designrestrictions under the Blacktown DCP. Council assesses development applicationswithin Mount Druitt on a merit based system that takes into consideration theintended use of the proposed development and its consistency with surrounding landuses, shadow effects and visual impacts.The car park has been designed with regard to surrounding land uses, shadow effectsand visual impacts.KMH-2010123a REF Rev 4 doc Page 30 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc Page 31 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors4.5. Commonwealth Environment Protection and BiodiversityConservation Act 1999The EPBC Act requires Commonwealth assessment and approval for a proposal thathas a significant impact on matters of National Environmental Significance (NES) orimpacts on Commonwealth land. These matters are considered in full in Appendix AThe Proposal would not impact on any matters of NES or on Commonwealth land.Therefore a referral to the Commonwealth Minister for the Environment is notrequired.4.6. Ecologically Sustainable DevelopmentTCA is committed to ensuring that its projects are implemented in a manner that isconsistent with the principles of ecologically sustainable development (ESD) outlinedin Section 6(2) of the NSW Protection of the Environment Administration Act 1991 andSchedule 2 of the EP&A Regulation.The principles of ESD are:The precautionary principle: - If there are threats of serious or irreversible damage,a lack of full scientific uncertainty should not be used as a reason for postponingmeasures to prevent environmental degradation;Intergenerational equity: - the present generation should ensure that the health,diversity and productivity of the environment is maintained or enhanced for thebenefit of future generations;Conservation of biological diversity and ecological integrity : - the diversity of genes,species, populations and their communities, as well as the ecosystems andhabitats they belong to, should be maintained or improved to ensure their survival;andImproved valuation, pricing and incentive mechanisms: - environmental factorsshould be included in the valuation of assets and services.These principles of ESD have been adopted by TCA throughout the development andassessment of the proposed Mount Druitt commuter car park. Section 3.2.2summarises how ESD has been incorporated in the design development of theProposal. Section 6.8 includes an assessment of the Proposal on climate change andsustainability and Section 7.2 lists mitigation measures to ensure ESD principles areincorporated during the construction phase of the Proposal.4.7. Other relevant legislationTable 4-2 provides a list of other relevant legislation applicable to the Proposal.Table 4-2Summary of other legislative requirementLegislationHeritage Act 1977 (NSW)Requirements for the ProposalSection 57 of the Act requires a person to obtain approval forworks where items listed on the State Heritage Register or itemswith an interim heritage order are to be impacted. As theProposal would not impact on any items listed on the StateHeritage Register or items with an interim heritage order, noapproval is required under the Act.Section 139 of the Act requires a person to obtain an excavationKMH-2010123a REF Rev 4 doc Page 32 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsLegislationNational Parks andWildlife Act 1974 (NSW)Threatened SpeciesConservation Act 1995(NSW)Fisheries ManagementAct 1994 (NSW)Contaminated LandManagement Act 1997(NSW)Protection of theEnvironment OperationsAct 1997 (PoEO Act)(NSW)Roads Act 1993 (NSW)Requirements for the Proposalpermit when disturbing or excavating any land and knowing orhaving reasonable cause to suspect that the disturbance orexcavation will or is likely to result in a relic being discovered,exposed, moved, damaged or destroyed.An excavation permit is not required because the Proposal is notanticipated to discover, expose, move, damage or destroy arelic.Section 170 of the Act requires government instrumentalitiessuch as TCA to review and amend, if necessary, a governmentagency Heritage and Conservation Register. No items listed on agovernment agency Heritage and Conservation Register wouldbe impacted by the Proposal and therefore TCA has norequirements under this Section of the Act.Sections 86, 87 and 90 relate to the disturbance anddestruction of Aboriginal objects. Where the proposal is likely todisturb Aboriginal objects consent is required from theDepartment of Environment, Climate Change and Water(DECCW).The Proposal is unlikely to disturb any Aboriginal objects andtherefore a permit under this Act is not required.The site is heavily disturbed and does not contain suitablehabitat for any listed threatened species or community.Therefore a permit under this Act is not required.The Act lists threatened species which may require a seven parttest if impacted by the Proposal. Permits are required when aproposal results in dredging or reclamation, or impacts onmangroves or seagrasses. Notification is also required when aproposal involves constructing, altering or modifying a dam, weiror reservoir.As the Proposal does not require any of these activities a permitor notification is not required under the Act.Section 60 of the Act requires landowners to notify DECCW, andinvestigate and remediate land if the proposal site iscontaminated and poses a risk of harm to human health orenvironment.The site is not considered likely to contain significantcontamination and therefore no approval under this Act isrequired (refer Section 6.9.2).Under the Act, scheduled activities that may impact on water,soil or air quality or generate waste and for non-Scheduledactivities that may cause water pollution an EnvironmentProtection Licence (EPL) is required.Car parks are not a scheduled activity under the Act and theProposal is unlikely to cause water pollution. Therefore, an EPLis not required.Part 5 of the Act imposes a duty to notify DECCW in the event ofa pollution incident occurring.Section 138 of the Act requires consent from the roads authorityKMH-2010123a REF Rev 4 doc Page 33 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsLegislationWater Management Act2000 (NSW)Water Act 1912 (NSW)Noxious Weeds Act 1993(NSW)Crown Lands Act 1987(NSW)Sydney Water Act 1994(NSW)Waste Avoidance andResource Recovery Act2001 (NSW)Native Title Act 1993(Commonwealth)Disability DiscriminationAct 1992Requirements for the Proposalfor carrying out various activities on public roads.The Proposal would not affect any roads within the meaning ofSection 138 and therefore consent from the road authority isnot required.Part 3, Division 1 of the Act relates to water use approvals,water management works approvals, controlled activityapprovals and aquifer interference approvals.The Proposal does not require any water use, watermanagement works, drainage or flood works, controlledactivities or aquifer interference.Therefore an approval under the Act is not required.This Act applies to works affecting rivers and floodplains.Licences are required for water supply, drainage, bores andartesian wells in areas where there is no water sharing planunder the Water Management Act 2000.The Proposal does not affect any rivers or floodplains andtherefore the provisions of this Act do not apply.The Proposal does not involve the clearing of vegetation thatincludes weed species listed under this Act.Therefore the provisions of the Act do not apply.Under the Act a lease or licence may be required to use andoccupy Crown land.The site is not Crown land and therefore the Proposal does notrequire a lease or licence under the Act.Under this Act approval is required in the form of a Trade WasteAgreement for the discharge of wastes into sewer.No wastes would be discharged into the sewer as a result of theProposal and therefore no approval is required under the Act.TCA would carry out the proposed construction of the Proposal inaccordance with the objects of this Act.A site-specific waste avoidance plan would be prepared.Under the Act notification must be given to any native titleholders or claimants over the site of the Proposal.No native title holders or claimants are known for the site andtherefore the provisions of the Act do not apply.The Proposal has been designed having regard to this Act.KMH-2010123a REF Rev 4 doc Page 34 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors5. Stakeholder and community consultationThis chapter summarises the consultation strategy that has been adopted for theProposal, discusses the consultation that has been undertaken to date and outlinesthe consultation that is proposed for the future. It includes consultation with thecommunity, relevant government agencies and stakeholders.5.1. Consultation requirementConsultation required under Clauses 13-16 of the Infrastructure SEPP is summarisedbelow:Before development is carried out, the proponent must given written notice of theintention to carry out development to the Council and to the occupiers of theadjoining land; andThe proponent must take consideration of any responses within 21 days.Table 5-1 provides further details of consultation requirements under theInfrastructure SEPP.Table 5-1Infrastructure SEPP consultation requirementsConsultation with councils – development with impacts on councilrelatedinfrastructure and servicesWhere commuter car park works:Substantially impact on storm water management services;Place a local road system under strain;Involve connection to or impact on a council owned seweragesystem;Involve connection to and substantial use of council owned watersupply;Significantly disrupt pedestrian or vehicle movement;Involve significant excavation to a road surface or footpath forwhich Council has responsibility.Relevance to theProposalThe Proposalwould not result ina significantimpact on anyCouncil relatedinfrastructure.Consultation withCouncil hasoccurred (Refer toTable 5-3).Consultation with councils – development with impacts on localheritageWhere commuter car park works:Substantially impact on a local heritage item (if not also a Stateheritage item);Substantially impact on a heritage conservation area.The Proposalwould not result inany impacts on anylocal or Stateheritage item.Consultation with councils – development with impacts on flood liablelandWhere commuter car park works:Impact on land that is susceptible to flooding – reference shouldbe made to ‗Floodplain Development Manual: the management offlood liable land‘.The Proposal siteis not susceptibleto flooding.KMH-2010123a REF Rev 4 doc Page 35 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsConsultation with public authorities other than councilsWhere development is undertaken adjacent to land reserved under theNational Parks and Wildlife Act 1974, DECCW and other agenciesspecified by the ISEPP where relevant. Although not a specific ISEPPrequirement, other agencies TCA may consult with include:Roads and Traffic Authority;RailCorp;Ministry of Transport;Department of Planning Heritage Branch.The Proposal is notadjacent to landreserved under theNational Parks andWildlife Act 1974.5.2. Consultation strategyA consultation strategy has been developed in line with the requirements of theInfrastructure SEPP in order to ensure stakeholders and the community are informedof the Proposal and have the opportunity to provide input. The objectives of theconsultation strategy are to:Provide accurate and timely information about the Proposal and REF process torelevant stakeholders;Raise awareness of the various components of the Proposal and the specialistenvironmental investigations;Ensure that the directly impacts community are aware of the REF and consultedwhere appropriate;Provide opportunities for stakeholders and the community to express their viewsabout the Proposal;Understand and access valuable local knowledge from the community andstakeholders;Record the details and input from the community engagement activities;Build positive relations with identified community stakeholders; andEnsure a comprehensive and transparent consultation process in cooperation withthe relevant government agencies.5.2.1. Consultation tools and activitiesThe REF consultation strategy adopts a range of consultation mechanisms, including:Distribution of brochures to commuters during the morning and afternooncommuter peaks;Door knock consultation and letterbox drops with directly affected stakeholdersand members of the community during public display of the REF;Distribution of letterbox drops up to a radius of approximately 500m from thestation to local community and rail commuters, where appropriate, outlining theproposed project and inviting feedback on the REF;KMH-2010123a REF Rev 4 doc Page 36 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsAdvertisement of the REF public display in local newspaper with a link to the TCAwebsite that includes a summary of the Proposal, a copy of the REF andinformation on how to provide feedback; andConsultation with Council, RTA, Transport NSW, RailCorp and other non-communitystakeholders.5.3. Community involvementCommunity consultation activities for the proposed commuter car park would beundertaken during public display of this REF. The REF would be displayed for a periodof approximately two weeks. Display material would include the REF, a summarydocument outlining the key findings of the environmental impact assessment; andcopies of drawings, aerials and artist‘s impressions.The REF would be placed on public display at the following locations:1. Blacktown City Council, 62 Flushcombe Road Blacktown, Monday to Friday0830 – 1630;2. Mount Druitt Library, 55 North Parade, Mount Druitt, Monday to Friday 0930 -1945, Saturday 0930 – 1600;3. Max Weber Library, corner of Flushcombe Road and Alpha Street, Blacktown,Monday to Friday 0930 – 1945, Saturday 0930 - 1600, Sunday 1200 - 1600;and4. TCA Head Office, Level 5, Tower A, Zenith Centre, 821 Pacific Highway,Chatswood, Monday to Friday 0830 - 1700.The REF would also be available on TCA‘s website www.tca.nsw.gov.au. Information onthe Proposal would be available through the Project Infoline (1800 684 490) or viaemail (mail@tca.nsw.gov.au).During this time feedback would be invited. Following a review of feedback received,TCA would determine whether to proceed with the Proposal.5.4. Aboriginal community involvementA preliminary historical and archaeological review of the site and surrounds did notidentify the Proposal location as a place of Aboriginal significance nor did the reviewidentify the site as a likely place for Aboriginal objects to be uncovered. Therefore itwas not considered necessary to undertake specific Aboriginal consultation. However,if feedback is received during public display of the REF relating to Aboriginal issues,then Aboriginal community consultation would be undertaken.5.5. Government agency and stakeholder involvementTCA has established a Project Control Group (PCG) comprising representatives of thekey state agencies likely to have a significant input or involvement in delivery of theProposal. The PCG consists of representatives from TCA, Transport NSW, RailCorp andRTA. The PCG meets on a monthly basis and provides program direction and a conduitto key information sources within each organisation. As a sub-group of the PCG, TCAhas also established the Joint Agency Planning and Review Group (JAPARG) in order toco-ordinate the planning and environmental impact assessment process for theProposal.KMH-2010123a REF Rev 4 doc Page 37 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsIn addition to these regular forums, a number of meetings were held with keystakeholders during the design process. Table 5-3 provides a summary of thesemeetings, the issues raised, and where they are addressed in this REF.Table 5-3Public authority consultationStakeholder Consultation undertaken and issues raised Where addressed in thisREFBlacktownCity CouncilA meeting was held with Council on 31 August2010 to discuss the concept design andpreferred option for the Mount Druitt commutercar park. Key issues raised by Council includedthe following:Safety and securityConsideration should be given to active usee.g. retail along North Parade, or to make thecar park as open as possible to increasepassive surveillance;CCTV should be considered as part of theProposal at the car park, frontages andfootpaths;Consideration should be given to inclusion ofHelp Points within the car park structure.Traffic and accessAccess to the car park should be providedfrom both Mount Street and North Parade;Impacts on key intersections should beconsidered;Pedestrian desire lines should beestablished from the car park to the station;The footpath along the northern side of NorthParade may need to be upgraded to ensuresuitable width between the car park andMount Druitt Station;Consideration should be given to upgradingthe footpath along the southern side of NorthParade;Construction traffic impacts need to beconsidered.Stormwater designConsideration should be given to on sitestormwater detention and treatment forhydrocarbons for open roof car park spaces.Other engineering issuesConstruction works on council roads need tobe supervised by Council;Adequate lighting will need to be providedActive use such as retail isoutside the scope of theProposal however passivesurveillance CCTV and helppoints have beenincorporated into theConcept Design (refer toSection 3.2.1).The need for two accesspoints was not considerednecessary from a trafficmanagement point of view.Impacts on keyintersections are assessedin Section 6.1.2 andAppendix C. A riskassessment of the currentfootpath between thestation and the proposedcar found that it is suitableto access the station.Sections of the Councilfootpath would beupgraded on North Paradeand Mount Street adjacentto the car park. Upgradingfootpaths on the southernside of North Parade isoutside the scope of theProposal.Stormwater design hasbeen addressed in Section6.9.3.Council will receive thefinal designs for works thatKMH-2010123a REF Rev 4 doc Page 38 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsStakeholder Consultation undertaken and issues raised Where addressed in thisREFalong footpaths.Urban Design and vegetationCouncil would like to see good urban designand landscape features.affect their assets eg.footpath works, and wouldbe given the opportunity toinspect works. Lighting onCouncil footpaths wouldnot be provided.The Proposal includesgood urban design andlandscape features (refer3.2.1).NSW Roadsand TrafficAuthorityConsultation was undertaken with the NSWRoads and Traffic Authority during developmentof the Traffic and Transport Impact Assessment.The RTA provided feedback via email on 10September 2010 and requested furtherconsultation if any changes are proposed to thetraffic signals at the following intersections:Mount Street and North Parade;Mount Street and Luxford Road.The RTA also suggested that as Mount Druittcommuter car park is on the local road networkthe Local Councils should be consulted.A copy of the Traffic and Transport ImpactAssessment Report was sent to RTA for theirreview on 21 September 2010 and theircomments have been incorporated into the finalTraffic and Transport Impact Assessment report.No changes are proposedto traffic signals at theMount Street/NorthParade intersection or theMount Street/LuxfordRoad intersection.Blacktown City Council hasbeen consulted regardingthis Proposal (refer toTable 5.3).The Traffic and TransportImpact Assessment, withincorporated RTAcomments, is provided inAppendix C.RailCorp A Station Working Group meeting was held on 30September 2010. A number of design issueswere raised during this meeting that have beenconsidered during design development. Keyissues raised by RailCorp during the meeting thatdirectly relate to this REF include:A traffic study should be undertaken on theNorth Parade entry/exit point;Recycling of concrete slabs should beconsidered.The North Paradeentry/exit point has beenassessed in Section 6.1and Appendix C.Recycling of concrete slabsis included as an ESDinitiative in Section 3.2.2.5.6. Ongoing or future consultationAt the conclusion of the public display of this REF, TCA would acknowledge the receiptof feedback from each respondent and consider all issues raised prior to determiningwhether to proceed with the Proposal.KMH-2010123a REF Rev 4 doc Page 39 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsShould TCA determine to proceed with the Proposal a determination report would beprepared and made publically available on the TCA website. The report would includeconsideration of any changes to the Proposal and issues raised in feedback, as well asa summary of mitigation measures and other commitments proposed to minimise theimpacts of the Proposal.A Community Liaison Plan (CLP) would be developed prior to the commencement ofconstruction. The project team would keep the community and Council informed ofprogress, identify issues as they arise and develop solutions to minimise the impacts ofthe Proposal in accordance with the CLP.KMH-2010123a REF Rev 4 doc Page 40 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors6. Environmental impact assessmentThis section of the REF provides a detailed description of the potential positive andnegative environmental impacts associated with the construction and operation of theProposal. Site specific aspects of the environment potentially impacted upon by theProposal are considered. Each section describes the existing environment whichcharacterises the environmental aspect and then discusses how the Proposal wouldimpact on this.This environmental impact assessment has been undertaken in accordance with theClause 228 of the EP&A Regulation. A checklist of Clause 228 factors and how theyhave been addressed in this REF is included as Appendix B.The following sections address only key issues specific to the Mount Druitt commutercar park. Standard environmental impacts common for all infrastructure proposalsthat form part of the Commuter Car Park and Interchange Program such as the controlof erosion and sediment, are addressed by generic safeguards commonly adopted tomitigate these types of impacts. These are discussed in Chapter 7 of the REF.Site-specific safeguards that would be adopted to ameliorate the impact of theProposal are discussed in Section 7 of the REF.6.1. Traffic and site access6.1.1. Existing environmentThe proposed multi-storey car park would be located approximately 300 metres east ofMount Druitt Railway Station on the northern side of the Western Rail Line. Thenorthern side of the Western Rail Line comprises predominantly commercialdevelopments, whereas the southern side is predominantly residential. Mount DruittRailway Station services the CityRail suburban network providing services to both theSydney Central Business District and Parramatta Central Business District.The North Parade exit point from Mount Druitt Railway Station includes a RailCorp staffparking zone, bicycle lockers, a kiss-and-ride area plus a commuter car park area.Directly opposite the station on North Parade is a dedicated 10 bay taxi rank and amajor bus interchange. Pedestrian access between the station and the businterchange is via a pedestrian bridge over North Parade. The Beames Avenue exitpoint from the station on the south side of the rail corridor includes a small kiss-andridearea plus off-street parking east and west of the exit point along Beames Avenue.Figure 6.1 provides the transport context of the area.Vehicular access and egress to the proposed car park site is via North Parade. NorthParade connects to the larger roads of Carlisle Avenue to the west and RailwayStreet/Francis Road to the east.The major arterial roads in the vicinity of the proposed car park are Great WesternHighway and M4 Western Motorway to the south, and the M7 Westlink Motorway tothe east. Key access routes to the site and key intersections are shown in Figure 6.2.KMH-2010123a REF Rev 4 doc Page 41 of 116Status: Final

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Mount Druitt Commuter Car ParkReview of Environmental FactorsKiss-and-RideAn origin destination survey conducted by Opus indicated that a significant proportionof commuters are being dropped off at the station (Opus, 2010). The survey suggeststhat kiss-and-ride commuters arriving at the northern entry to the station arepredominantly travelling along Mount Street and turning right onto North Parade. Thekiss-and- ride commuters arriving at the southern entry are predominantly travellingalong Carlisle Avenue and turning right onto Beames AvenueOn site observations at Mount Druitt Railway Station found that kiss-and-ride volumesare high and consistent and that dedicated kiss-and-ride spaces are limited (Opus,2010). Consequently, drivers are stopping and dropping passengers at no stoppingzones, and/or conducting U-turns at the roundabouts on North Parade.Park and rideOrigin destination information gathered by Opus found that 43 per cent of park andride commuters accessed Mount Druitt Railway Station via Luxford Road and 35 percent via Carlisle Avenue (Opus, 2010).Park and ride commuters were observed to begin parking before 0600 on the streetsand in car parks closest to the station. As time progressed, the parking spaces filledconcentrically from the station outwards.Commuters are currently provided with approximately 280 free angled off-street parksadjacent to the rail corridor along both Beames Avenue and North Parade. Five ofthese spaces are reserved for disabled parking. Blacktown City Council providescommuters with over 90 free spaces in their off-street commuter car park accessedvia Jirrang Close. Furthermore, the Blacktown City Council provides unrestricted onstreetparking in most of the surrounding streets.In addition to the above 370 off-street commuter parking spaces provided by RailCorpand Blacktown City Council, there are also 450 on-street unrestricted parking spacesavailable within 350 metres of the station. St Patrick‘s Tavern, nearby from the station,provides all-day paid parking for commuters in their car park which is over 8,000square metres in area. This car park remains underutilised. Currently, the parking rateis five dollars per day.It is noted that Westfield Shopping Centre across the street from the station providesover five hectares of free parking. Despite these spaces being reserved for shoppers, itis presumed that the spaces are commonly used by commuters.It was observed that by 0630 all available on-street and public car parking spaceswithin 200 metres of Mount Druitt Station were filled and by 0830 the spaces out to400 metres were filled.Pedestrians and CyclistsMount Druitt is an area of high pedestrian activity. The surrounding retail areas, alongwith the TAFE campus, two high schools, the hospital and Rooty Hill RSL Club, providea constant stream of pedestrians of all ages to and from the station. In particular, theproposed car park site has large numbers of TAFE and high school students traversingthe site‘s street frontage. These students were observed using the council‘s commutercar park and CentreLink‘s car park.Of those commuters parked near the site on Mount Street and on the northern side ofNorth Parade, it was observed that these pedestrians cross North Parade in front ofthe site, often jaywalking and utilising the median as a refuge. Most of the pedestriansoriginating near the car park site are accessing the station entry on the westboundside of North Parade.KMH-2010123a REF Rev 4 doc Page 44 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsPedestrian movements to and within the bus and rail interchange are well facilitated.The network of overhead footbridges and the elevated station concourse providesrelatively effective flow of commuters accessing the station from the retail areas, thebus interchange, taxis, kiss-and-ride, and from Beames Avenue on the south.Bicycle lockers are located adjacent to the North Parade entrance of Mount DruittRailway Station and on the corner of Beames Avenue and Coates Street near thepedestrian overpass.Bus services and taxisOn the northern side of North Parade, directly across from Mount Druitt RailwayStation, is Mount Druitt bus interchange. Buses run frequently along the major accessroutes to Mount Druitt Railway Station servicing all suburbs within a seven kilometreradius of the Mount Druitt Interchange. Services to the major regional centres are alsoprovided including Penrith, Blacktown and Windsor.A taxi rank for 10 taxis is also located within the bus interchange.6.1.2. Potential impactsPotential pedestrian and traffic impacts may arise during the construction andoperation phases of the car park. The potential impacts for each of these phases havebeen analysed in the sections below.Construction stageThe potential impacts to traffic and transport during construction include:Temporary alterations to pedestrian movements;Delays or disruptions to public transport and facilities; andConstruction traffic generation on local roads.It is anticipated that construction of the proposed commuter car park would becompleted within 11 months. During construction, approximately 85 per cent ofconstruction vehicles would travel to the site from Carlisle Avenue along North Parade.The remaining heavy vehicles would access the site via Mount Street. Figure 6.3shows the proposed haulage routes during construction.The estimated volume of heavy vehicles during construction is provided in Table 6-1.Table 6-1Estimated volume of heavy vehicles required for constructionPhase Duration Estimated number of heavy vehiclesTotal Daily Hourly 1Demolition 3 weeks 80 6 1 every 1.3hrsExcavation 4 weeks 40 2 1 every 4hrsConstruction 16 weeks 400 5 1 every 1.6hrs1 based on an 8 hour dayThe estimated increased volume of construction traffic in Table 6-1 is considered lowgiven the current performance of the key intersections assessed in Appendix C. Duringthe construction period, a total of approximately 520 heavy vehicles are expected totravel to and from the site. The major arterial roads that provide access to the area areshown in Figure 6.2.KMH-2010123a REF Rev 4 doc Page 45 of 116Status: Final

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Mount Druitt Commuter Car ParkReview of Environmental FactorsThe impact of heavy construction vehicles on local roads in addition to theconstruction workforce would require the implementation of traffic managementmeasures.On North Parade 14 on-street parking spaces would be reserved for heavy vehiclesduring construction. The reserved spaces are proposed to be removed to allow for theproposed car park entrance and exit. Additional parking would be required forconstruction workers in proximity to the site which would have a minor temporaryimpact on available commuter parking in the area.The reconfiguration of the car park at the North Parade entrance to Mount DruittRailway Station would also impact on ten spaces, including three disabled car parkingspaces. Table 7-1 includes mitigation measures to address this impact.The movement of construction vehicles would need to take account of pedestriansusing the footpath along North Parade. Surrounding the construction site are severalcommercial and community facilities including schools and a hospital, all of whichgenerate large pedestrian volumes accessing Mount Druitt Railway Station. It has alsobeen observed that these pedestrians cross North Parade in front of the site, oftenjaywalking and utilising the median as a refuge. The Construction Traffic ManagementPlan would include measures to ensure safe pedestrian movements around theconstruction site. Measures such as pedestrian detours and/or traffic controllers maybe needed to ensure conflict between construction traffic and pedestrians areminimised.No public transport facilities would be impacted during construction. Slight delays mayoccur when construction vehicles are turning to enter the construction site however,construction works would be short-term in duration.Operational stageIntersection performanceThis section focuses on the potential traffic, transportation and access impacts thatmay arise from the operation of the proposed commuter car park at Mount Druitt.Computer modelling of intersection performance both pre and post-development wasundertaken using the computer modelling package SIDRA. Outcomes of the modellingare summarised in this section. Further detail of the modelling is provided in the Trafficand Transport Impact Assessment (refer Appendix C).The key intersections potentially affected by operation of the Proposal are illustrated inFigure 6-2 and listed below:North Parade Site Entrance/North Parade;North Parade/Mount Street;North Parade/Jirrang Close;North Parade/Sherbrooke Street; andLuxford Road/Mount Street.The peak hour periods on the local road network would occur between 0800-0900and 1630-1730. The peak hour periods for commuters entering and exiting theproposed car park would occur between 0700-0800 and 1800-1900.In reality, the local road network peak and the commuters arriving and departing peakwould not coincide. However, to assess the potential ‗worst case scenario‘ the peakhour arrival/departure volumes for the car park were modelled on top of the local roadnetwork peak hour volumes.KMH-2010123a REF Rev 4 doc Page 47 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThe ‗worst case scenario‘ was assessed to ensure that the surrounding intersectionswould operate at a satisfactory level with the additional traffic that may be generatedfrom the Proposal. Outcomes of the intersection modelling are provided in Table 6-2 toTable 6-6.Table 6-2 shows the predicted intersection performance of the North Parade SiteEntrance and North Parade during operation of the Proposal.Table 6-2Performance of North Parade Site Entrance and North Parade intersectionEastern approachalong North Parade 1Car park site exitWestern approachalong North ParadeDelay inseconds (s)Level ofService(LoS)Queue inmetres (m)With carparkWith carparkWith carparkAM PM AM PM AM PM- - 0 13 1 0- - A A A A- - 0 10 0 01There would be no right turn into the car park from North ParadeThe modelling results shown in Table 6.2 indicate that there would be no operationalproblems with the Mount Druitt car park entrance with the only queue occurring duringthe PM Peak due to vehicles exiting the car park.Table 6-3 shows the existing intersection performance of Mount Street and NorthParade and the predicted change following development of the Proposal.Table 6-3Performance of Mount Street/North Parade IntersectionEastern approachalong North ParadeNorthern approachalong Mount StreetWestern approachalong North ParadeAM PM AM PM AM PMDelay(s)LoSQueue(m)Without car park 8 10 24 30 12 15With car park 9 9 25 24 13 12Without car park A A B C A BWith car park A A B B A AWithout car park 5 6 7 9 10 16With car park 5 6 9 7 10 9Table 6-3 indicates that during operation of the Proposal the existing intersectionlayout would operate at a Level of Service (LoS) B or better during both the AM and PMpeak periods. The northern approach currently operates at LoS C. The Proposal wouldremove road side parking on the eastbound side of North Parade west of theintersection resulting in an improvement in the LoS on the northern approach from LoSC to LoS B. The roadside parking along the eastern approach on North Parade wouldKMH-2010123a REF Rev 4 doc Page 48 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorsbe removed in order to improve the sight distance at the car park entrance and toimprove safety.Intersection modelling with the car park in place predicts a minor increase in delaysand queue lengths at the Mount Street/North Parade intersection during the AM peakperiod but each approach still operates with the same LoS or better than the existingintersection. Therefore, the proposed car park is not expected to significantly impactthe traffic performance of the Mount Street/North Parade intersection.Table 6-4 shows the existing intersection performance of Jirrang Close and NorthParade and the predicted change following development of the Proposal.Table 6-4Performance of Jirrang Close/North Parade IntersectionApproach eastalong NorthParadeApproach northalong Jirrang CloseApproach westalong NorthParadePeriod AM PM AM PM AM PMDelay(s)LoSQueue(m)Without car park 6 6 12 11 6 6With car park 6 6 13 11 7 6Without car park A A A A A AWith car park A A B A A AWithout car park 23 33 3 17 39 34With car park 28 33 4 17 54 34Table 6-4 indicates that the existing intersection layout operates at a LoS A from allapproaches.The Jirrang Close/North Parade intersection is predicted to generally operate at asimilar LoS to its current level during operation of the proposed commuter car park.There is predicted to be a minor increase in delays and queue lengths at the northernJirrang Close approach and a LoS B with the car park compared to the current LoS Awithout the car park. This is due to the expected additional vehicles travelling from thenorth and east u-turning at this roundabout, which in turn would delay the vehicles onthe northern approach.This demonstrates that the proposed Mount Druitt commuter car park would not havea significant impact on the performance of Jirrang Close/North Parade intersection,even with additional vehicles u-turning to access the car park.Table 6-5 shows the existing intersection performance of Sherbrooke Street and NorthParade and the predicted change following development of the Proposal.KMH-2010123a REF Rev 4 doc Page 49 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsTable 6-5 – Performance of Sherbrooke Street/North Parade IntersectionApproach eastalong NorthParadeApproach northalong SherbrookeStreetApproach westalong NorthParadePeriod AM PM AM PM AM PMDelay(s)LoSQueue(m)Without car park 4 3 13 12 3 5With car park 4 3 14 12 3 5Without car park A A B A A AWith car park A A B A A AWithout car park 7 5 46 26 0 0With car park 7 5 48 26 0 0Table 6-5 indicates that the existing intersection layout operates at LoS A for the eastand west approaches, while the northern approach operates at a LoS B during the AMpeak period and a LoS A during PM peak period.During operation of the proposed commuter car park it is anticipated that there wouldbe an average of two seconds delay for vehicles on the Sherbrooke Street approachduring the AM peak period. Otherwise, the Sherbrooke Street/North ParadeIntersection would operate at a similar level of performance pre and post constructionof the Proposal.This demonstrates that operation of the Proposal would not have a significant impacton performance of Sherbrooke Street/North Parade intersection.Table 6-6 shows the existing intersection performance of Luxford Road and MountStreet and the predicted change following development of the Proposal.Table 6-6Performance of Luxford Road/Mount Street IntersectionApproach southalong MountStreetApproach eastalong LuxfordRoadApproach westalong LuxfordRoadPeriod AM PM AM PM AM PMDelay(s)LoSQueue(m)Without car park 23 29 24 18 16 12With car park 25 27 23 20 16 13Without car park B C B B B AWith car park B B B B B AWithout car park 37 82 83 111 54 56With car park 40 92 89 115 57 56Table 6-6 indicates that Luxford Road/Mount Street intersection currently operates ata LoS B or better except for the southern approach which operates at a LoS C duringthe PM peak period.KMH-2010123a REF Rev 4 doc Page 50 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsIt is predicted that the proposed commuter car park would result in a minor increase indelays and queue length at the Luxford Road/Mount Street intersection. Theintersection is predicted to have a LoS B or better while the proposed car park isoperating.This demonstrates that the Proposal would not have a significant impact on theperformance of Luxford Road/Mount Street intersection.ParkingThe Proposal would result in the provision of approximately 220 parking spaces. Theincreased car parking capacity should allow commuters to park closer to the stationthan they may currently.On the northern side of North Parade the current on-street car parking would restrictsight distances to the proposed car park entrance and exit. In order to achieve therequired sight distances it would be necessary to remove 14 on-street parking spaceson the northern side of North Parade between Jirrang Close and Mount Street. The lossof these on-street parking spaces would be more than compensated by the proposedcar park.Pedestrians, cyclists, taxis and busesThe median located along North Parade restricts vehicle access and egress to the siteto a left in/left out arrangement. This significantly reduces the potential points ofconflict between pedestrians and motorists in comparison to a full vehicle accessscenario. The footpath adjacent to the frontage of the car park is wide and clear ofkerbside parking and other obstructions ensuring good visibility for both pedestriansand motorists.Key pedestrian trip generators to the west of the site are the TAFE, Chifley College andLoyola Senior High. The course hours for TAFE are 0900 to 2130, Chifley College 0830to 1500 and Loyola Senior High 0820 to 1430. As the expected peak hours for the carpark are 0700-0800 and 1800-1900, the majority of vehicle movements to and fromthe car park would occur outside of existing periods of peak pedestrian flow. Thissuggests that conflict between pedestrians and vehicles using the car park would beminimal.The pedestrian access to North Parade from the car park is located west of thevehicular access so that patrons are not required to cross the vehicle access way,thereby reducing potential conflict between vehicles and pedestrians.The high quality pedestrian footpath and overbridge between the site and the stationwould not be altered as part of this Proposal and therefore there would be no impact topedestrian movements.Currently, a minority of pedestrians are crossing North Parade near the intersectionwith Mount Street. The location of pedestrian access & egress from the car parkshould encourage the use of the high quality footpath on the north side of NorthParade for pedestrians generated by car park.The proposed car park would not impact the existing bicycle facilities. The bicyclelockers near the station are not being affected by the proposed car park. The car parkis not providing any additional bicycle facilities over what is currently available inMount Druitt.The traffic modelling indicated that the Proposal would not significantly impact theperformance of key intersections during operation and therefore it is not anticipated toimpact to taxis, cyclists or buses in the area. Bicycle traffic, being part of the roadtraffic in Mount Druitt, would experience the same existing LOS after the proposed carpark is in commission.KMH-2010123a REF Rev 4 doc Page 51 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors6.1.3. Proposed mitigation measuresTo manage potential pedestrian and traffic impacts during construction of the car park,the following have been proposed:Dedicated off-site parking for construction workers and management vehicles tominimise impact on commuter and off street parking in the local area;Establishment of designated construction haulage routes prior to the;commencement of construction to minimise impacts on local roads and sensitivereceivers; andMaintenance of a minimum of three disabled car parking spaces at the northernentrance to Mount Druitt Railway Station.The operation of the commuter car park is expected to have negligible impact on thelocal community. A full list of all possible mitigation measures for pedestrian and trafficimpacts is detailed in Table 7.1.6.2. Urban design6.2.1. Existing environmentThe site forms part of the Mount Druitt Town Centre South Precinct and is locatedapproximately 300 metres east of Mount Druitt Railway Station and bus interchange.The site is bounded by Mount Street to the east and North Parade to the south andcontains a partially demolished Cinema complex.A footpath is present on both the Mount Street and North Parade frontages connectingthe site to the Mount Druitt shopping precinct and Mount Druitt Railway Station. AtMount Druitt Railway Station there is a pedestrian walkway at first floor level providinga link from the station, over North Parade, to the shopping precinct.The site is currently zoned 3(a) – Business under the Blacktown LEP and has nobuilding height restriction under the Blacktown DCP.Properties to the north and west of the site contain 2 storey commercial buildings.6.2.2. Potential impactsSafetyThe site of the proposed car park is currently a partly demolished cinema complex. TheProposal has the opportunity to improve the public domain by way of public safety andsurveillance measures, with the inclusion of the safety features described in Section3.2.1.Pedestrian accessA designated pedestrian entry and egress point would be located at a mid point onNorth Parade to facilitate convenient movement of pedestrians to and from the station.Adjacent to the designated pedestrian entry and egress point would be lifts and stairsbetween the ground and first floor of the car park. There is the potential for pedestriancrowding and queuing around the lifts and stairs; however, the detailed design of thecar park would take this factor into consideration.The provision of disabled car parking spaces would represent a positive impact onthose commuters requiring these parking spaces. Further, the provision of a signagesystem that assists way-finding and orientation would represent a positive impact oncommuters.KMH-2010123a REF Rev 4 doc Page 52 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsSignage would match the ‗look and feel‘ of existing public transport signage with aconsistency of pictograms, colours, fonts and directional language. Signage would beminimal to reduce visual clutter. Signage would be placed so commuters can makedecisions at appropriate points while continuing to move through the car park withoutmilling for excessive periods. Thus, the potential impacts associated with signage areexpected to be minimal.Integration with land useThe proposed commuter car park would be of a similar height and scale as thesurrounding buildings and would demonstrate a high level of compatibility with existingland uses. Furthermore, the Proposal is permissible under Council zoning for the site.FlexibilityThe Proposal allows for two additional levels of parking to be constructed in the futureshould future demand warrant it beneficial.Building formThe form of the car park structure as presented in the concept design and described inSection 3.2.1 is not expected to result in a negative impact on the building form andurban design of the area.6.3. Landscape and visual amenity6.3.1. Existing environmentSite contextThe proposed site is located on the eastern edge of Mount Druitt Town Centre. Thisarea of Mount Druitt is a mix of government services, community and recreationalfacilities, retail and commercial facilities and educational centres. Mount Druitt TownCentre to the north west of the site consists of single and double storey buildings withlarge open car parks.North Parade runs parallel to the rail corridor on the southern side of the site. Thefootpath along the northern side of North Parade, between Mount Druitt RailwayStation and the site, is well used by pedestrians accessing Mount Druitt RailwayStation from the east.Proposed siteThe proposed car park site is relatively flat with a modest north to south gradient of 1in 20. It is dominated by a partially demolished concrete building and a chain linkmetal fence around the boundary. The Mount Druitt Court House on the westernboundary provides a hard edge as does the Centrelink office on the northern boundary.Mount Druitt TAFE is located to the east of the site across Mount Street. South of thesite is North Parade and the rail corridor.The existing partially demolished building is a visually prominent element of the siteand is highly visible from North Parade and Mount Street.Two small sections in the south-east corner of the site contain some grasses (turf) andweeds and three small eucalypts. Three large mature eucalypts are present on theMount Street boundary of the site. Additional vegetation is present along the MountStreet median, which also contains mature eucalypts. No street trees are presentalong North Parade, however low level landscaped shrubs occur along the medianstrip.KMH-2010123a REF Rev 4 doc Page 53 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsExisting visual amenityA selection of key view locations where visual amenity may be impacted by theProposal are illustrated in Photo 6-1. The existing views associated with these viewlocations are illustrated in Photos 6.2a-d.Photo 6-1Key view locations and visual catchment (Source: Whereis)Photo 6-2aExisting View 1 from corner of North Parade looking north up Mount StreetKMH-2010123a REF Rev 4 doc Page 54 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsPhoto 6-2bExisting View 2 from Mount Street looking south towards railway linePhoto 6.2cExisting View 3 along North Parade looking towards Mount Druitt Court HouseKMH-2010123a REF Rev 4 doc Page 55 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsPhoto 6.2dExisting View 4 along North Parade looking east towards siteThe existing visual amenity at these key view locations (which includes the proposedsite) is considered to have a relatively low scenic value. The existing partiallydemolished concrete structure is a visually predominant element of the site and ishighly visible from North Parade and Mount Street. The railway corridor is also adominant feature in the local area and no vegetation buffer is present along NorthParade to obscure its view. Vehicles parked along North Parade are also a commonvisual feature as commuters commonly use on-street parking between the station andthe proposed site. The view along Mount Street is dominated by mature eucalyptsalong the median and a mix of commercial buildings.The area on the northern side of the railway corridor, including the proposed car parksite, is considered to have a relatively low scenic quality. This is largely as a result ofthe flat landform, the box like nature of the surrounding buildings and the lack ofsubstantial trees or attractive views. The low scenic quality means that the proposedsite is not particularly sensitive to visual change, and that there may be potential toimprove the overall amenity of the immediate area.Foreground views of the surrounding area from the proposed site are limited due to theflat topography. The most notable views are the long distance ones in both directionsdown North Parade or across the railway corridor to the residential area6.3.2. Potential impactsVisual features of the ProposalThe proposed car park would be two storeys high and approximately 60 metres longand wide. It would include a ground level and an upper level of parking including rooftopparking. Artistic impressions are provided in Figure 6.4a and 6.4b. Emphasis wouldbe placed on achieving attractive and safe public spaces at ground level.KMH-2010123a REF Rev 4 doc Page 56 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 6.4a Artist impression 1KMH-2010123a REF Rev 4 doc Page 57 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 6.4b Artist impression 2KMH-2010123a REF Rev 4 doc Page 58 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThe design of the proposed car park structure has focused on creating a building thatis contemporary and attractive. The facade would be broken up by the use of a varietyof materials, vertical elements and colours. The design has been inspired by itscommercial surroundings and would be a modern addition to the current unuseddilapidated site.Where possible, visibility would be provided through the proposed car park allowing forsurveillance of the car park from surrounding roads. Incorporation of a sloping bankalong the Mount Street frontage would increase levels of passive surveillance.Existing trees along the eastern boundary would be retained. Additional planting wouldcomprise predominantly indigenous and native plant species with low maintenanceand low water requirements, and in accordance with Blacktown City Council‗s tree list(refer to the Landscape Plan provided in Figure 6.5).Visual Impact of the ProposalA visual impact assessment of the Proposal is provided in Appendix D and summarisedin this Section. The assessment methodology is based on the ―Guidelines forLandscape and Visual Impact Assessment‖ second edition prepared by the LandscapeInstitute (UK) and the Institute of Environmental Management and Assessment.The assessment establishes the current visual amenity of the site from selectedviewpoints and evaluates the significance of the change to the views based on thedegree to which the view is changing and its visual sensitivity.The potential visual impact of the Proposal is constrained to the north, east and westby the Centrelink building, TAFE buildings and Mount Druitt Court House. The subjectsite is clearly visible from North Parade, Mount Street and the railway line, and thereare distant views to the site from Mount Druitt Railway Station.Due to the distance of the subject site from the residential area to the south ofBeames Avenue and the high degree of visual separation between the two created byroads and the railway line, this area would not significantly be visually impacted by theProposal.The impact of the Proposal on views from key viewpoints is discussed below:View east along North ParadeThe proposed site is currently vacant with a remnant building structure of low visualquality. Foreground vegetation and mature trees in Mount Street are highly visible. Theview of the proposed site is framed by Mount Druitt Court House and the two storeycream brick buildings of the TAFE in the middle distance.The proposed car park would be highly visible due to its proximity to North Parade andthe absence of existing screen planting along the road frontage.The composition of the view would change with the addition of the proposed car parkwhich would be highly visible from North Parade. The proposed car park would reducevisibility of some vegetation in the middle distance as well as the TAFE.The proposed car park scale does not exceed the scale of surrounding buildings andwould reinforce the built form edge along North Parade.The visual impact would be positive. The proposed car park would occupy a vacant siteof poor visual quality. The building would complement the scale and massing ofsurrounding buildings and its function would be compatible with surrounding landuses. The proposed car park would also better define and activate the built edge alongNorth Parade providing a heightened perception of safety.KMH-2010123a REF Rev 4 doc. Page 59 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 6.5Proposed landscape planKMH-2010123a REF Rev 4 doc. Page 60 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsView west along North ParadeFrom this viewpoint the proposed site appears open and exposed. Mature trees inMount Street are highly visible. The view of the proposed site is contained by theMount Druitt Court House and the Centrelink building which, being blue in colour, isvisually prominent.The composition of the view would change with the addition of the car park whichwould be highly visible from North Parade. The proposed car park would reducevisibility of the Court House and Centrelink building.The proposed car park scale does not exceed the scale of surrounding buildings andwould reinforce the built form edge along North Parade.The visual impact would be positive. The proposed car park would occupy a vacant siteof poor visual quality. The building would complement the scale and massing ofsurrounding buildings and its function would be compatible with surrounding landuses. The car park would also better define and activate the built edge along NorthParade providing a heightened perception of safety.View east toward site from Mount Druitt Railway Station concourseThe proposed site is visible from the railway station concourse as well as the stationplatforms and railway line. From this viewpoint visibility of the site is low and obscuredby railway station structures and vegetation adjacent to the Mount Druitt Court House.The composition of the view would partially change with the addition of the car park.Due to the distance of the viewpoint, the car park would not be the focus and wouldform only one element in the overall panoramic view.The car park scale does not exceed the scale of surrounding buildings and wouldreinforce the built form edge along North Parade.The significance of the change is low but still positive as the building wouldcomplement the scale and massing of surrounding buildings and its function would becompatible with surrounding land uses. The proposed car park would also better defineand activate the built edge along North Parade.View north-west across site from corner of North Parade and Mount StreetSemi-mature trees within the Mount Street median and verge are highly visible andfeature in the view. The view of the proposed site is contained by Mount Druitt CourtHouse and the Centrelink building.The composition of the view would change with the addition of the car park whichwould be highly visible from Mount Street. The proposed car park would reducevisibility of the Court House and Centrelink building.The proposed car park scale does not exceed the scale of surrounding buildings andwould reinforce the built form edge along Mount Street.The visual impact would be positive. The proposed car park would occupy a vacant siteof poor visual quality. The building would complement the scale and massing ofsurrounding buildings and its function would be compatible with surrounding landuses. The proposed car park would also better define and activate the built edge alongMount Street.View north along Mount StreetThis view is dominated by the Centrelink building, Department of Community Servicesbuilding and TAFE buildings which are one to two storeys in height. The Centrelinkbuilding is visually prominent. The remnant building structure on the proposed site is ofKMH-2010123a REF Rev 4 doc Page 61 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorslow visual quality. Mature trees within the Mount Street median and along the TAFEboundary create visual interest.The composition of the view would change with the addition of the car park whichwould be highly visible from Mount Street. The proposed car park would reducevisibility of the Centrelink building.The proposed car park scale would not exceed the scale of surrounding buildings andwould reinforce the built form edge along Mount Street.The visual impact would be positive. The proposed car park would occupy a vacant siteof poor visual quality. The building would complement the scale and massing ofsurrounding buildings and its function would be compatible with surrounding landuses. The proposed car park would also define the built edge along Mount Street.OvershadowingShadow diagrams have been prepared for the Proposal and are provided in Figures4.9.1 of Appendix D. The diagrams show that at 0900 the Proposal would partiallyshade the secured vehicle compound and entry area of the Mount Druitt Court House.By 1100 this area would be mostly in sun with minimal overshadowing along thewestern boundary of the Proposal site. The area overshadowed is a service compoundwith associated parking bays which would be partially in shade during the hours 0900to 1100 and in full sun for the rest of the day. The secured compound does not appearto be utilised for open space recreation, however it would be in full sun during theconventional lunch time period.At 0900 the North Parade street frontage would be shaded and would remain partiallyshaded throughout the day. At 1300 the Proposal would overshadow the landscapeembankment adjacent to the western boundary of the Proposal site. Overshadowing ofthis landscape area would increase during the afternoon but would not impact on theMount Street footpath.In the context of a commercial zone the shadowing impacts of the Proposal areconsidered acceptable.Light spillThe proposed car park would operate 24 hours per day, 7 days a week and the internallighting from the car park could spill into the surrounding environment. Headlights fromvehicles moving in and around the proposed car park may also cause light spill toneighbouring areas. The proposed mesh façade treatment would ensure that impactsof light spill are minimised. In addition, existing and proposed landscaping wouldfurther assist in filtering light spill from the car park. The proposed planting at groundlevel would provide a screen up to 900mm high, and the provision of clear stemmedcanopy trees would assist in filtering light spill from upper levels. Thus the impact oflight spill on the surrounding environment is not considered significant.ConstructionThere would be some temporary visual impacts during the construction phase such astemporary security fencing, stockpiling of materials, machinery and tree removal.These impacts would be consistent with the construction of a car park and are notconsidered significant. Nonetheless, mitigation measures have been identified toreduce visual impacts during construction.KMH-2010123a REF Rev 4 doc Page 62 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors6.4. Socio-economic impacts6.4.1. Existing environmentThe suburb of Mount Druitt is located within the Blacktown City Council LGA. It mainlyconsists of low density housing, some light industrial and manufacturing areas and tworetail districts. There is little medium density housing and no high density housing inMount Druitt.Mount Druitt is forecast to have a population of 15,276 in 2011 with an expectedannual growth of 1.8 per cent (ID Consulting, 2007).An analysis in 2006 identified manufacturing (14.8 per cent), retail trade (10.9 percent) and health care and social assistance (9.7 per cent) as the three industry sectorsthat employed the largest percentage of residents in Blacktown LGA.Compared to the wider Sydney Statistical Division, Blacktown has a larger percentageof journeys to work via train (14 per cent compared to 12.3 per cent). Train travel isthe most common form of public transport and the second most common form oftravel to work (second to the car). Approximately 60 per cent of Blacktown residentstravel outside the LGA for work, indicating high commuter participation.Mount Druitt‘s population has a high migrant composition and unemployment isamong the highest of the Sydney region (6.6 per cent compared to the Sydney averageof 3.8 per cent).The Proposal is situated within the commercial district of Mount Druitt with the localCourt House to the west, CentreLink and Family Assistance offices to the north, TAFEcampus to the east, and a public swimming pool & leisure centre further north. MountDruitt Hospital is approximately 500 metres from the Proposal.Mount Druitt Railway Station is approximately 300 metres to the west of the Proposal.Transport services provided at Mount Druitt Railway Station include:Rail service to Sydney CBD and Parramatta CBD;Bus services from the nearby bus interchange;Park-and-ride facilities;Kiss-and-ride facilities;Taxi rank; andBicycle facilities.The catchment area of Mount Druitt residents using the rail, bus, park-and-ride andkiss-and-ride services extends up to seven kilometres (Opus, 2010).6.4.2. Potential impactsThe Proposal is consistent with the commercial development nature of the area and isunlikely to create any off site impacts that would reduce the development potential ofadjoining or adjacent sites. The site is currently unused.During construction, social impacts may include some disruptions to traffic flows dueto an increase in construction vehicles on local roads. Construction noise and visualdisturbance are likely to cause minor and temporary impact on the neighbouringindustrial properties and passing pedestrians. The closest residents on the other sideof the railway are approximately 100 metres from the works and are unlikely to beimpacted.KMH-2010123a REF Rev 4 doc Page 63 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsTraffic and pedestrian access would be maintained to the Mount Druitt RailwayStation, businesses, and local community facilities throughout construction. Signageand protected pedestrian pathways would be maintained to existing businesses. Aneconomic benefit to local shops may result from construction workers purchasing dayto-dayitems such as lunch, coffee, newspapers and snacks.When not being used as a commuter car park, the parking spaces may be available tothe local community for activities such as markets. This could provide a valuableamenity for the community.It is expected that long-term operational benefits would result for the Mount Druittcommunity. Operation of the Proposal would increase the supply of car parking withinclose proximity to Mount Druitt Railway Station and facilitate the convenient use ofpublic transport. The Proposal would also provide designated disabled parking withpriority access to the station.Safety in the area of the Proposal would be improved as a result of a number of designinitiatives, including:• Security lighting;• CCTV cameras; and• An emphasis on passive surveillance in the design.Therefore, the Proposal would provide an overall socio-economic benefit.6.5. Construction and Operational Noise6.5.1. Existing environmentThe proposed car park site is bounded by a commercial property to the north and theMount Druitt Court House to the west. Mount Druitt TAFE is located on the oppositeside of Mount Street. South of the site is North Parade and the rail corridor. South ofthe railway corridor is Beames Avenue and Dixon Street, where a number of residentialreceivers are located. Figure 6.6 illustrates the location of sensitive receivers.The area is currently exposed to noise emissions from road traffic on the busy NorthParade and adjoining local streets as well as train noise from operations on the nearbyrailway line.In order to establish the ambient noise levels in the area, an attended noise surveywas conducted at the monitoring locations presented in Figure 6.6. Themeasurements were carried out during the daytime period on 5 October 2010,between 1515 and 1630. The results are provided in Table 6.7.Table 6.7Measurement LocationAttended Noise Measurement ResultsAmbient Noise Level LA90 (dBA)(a) Mount Street 50(b) Corner of Beames Ave and Dixon Street 47KMH-2010123a REF Rev 4 doc Page 64 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsFigure 6.6Location of sensitive receivers and noise monitoring locations6.5.2. Potential impactsConstruction noiseThe construction works associated with the proposed car park would consist of thefollowing main activities:Demolition;Earthworks to level and grade the site; andConstruction of the car park.Construction works are proposed to be undertaken during standard daytime periods(0700 to 1600 Monday to Friday and 0800 to 1300 on Saturdays). The proposeddemolition, excavation and construction works would be undertaken using standardplant and equipment frequently used on many other similar sites. In order to assessthe potential noise and vibration impacts during construction, a number of scenarioscomprising typical plant and equipment were developed. These are summarised inTable 6.8.Table 6.8Construction scenariosReference Scenario Equipment1 Demolition of existing structure andsite clearing1 x Bobcat1 x Jack hammer1 x D8 Dozer1 x Excavator hammer1 x Grader1 x Dump truck (10 tonne)KMH-2010123a REF Rev 4 doc Page 65 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors2 Relocation of services andpreparation of substructure3 Construction of floor slabs, columnsand walls1 x Concrete saw2 x Excavator (20 tonne)1 x Excavator1 x Dump truck (5 tonne)1 x Trench compactorHand tools1 x Jack hammer1 x Generator1 x CFA Rig1 x Hiab1 x Concrete pump2 x Concrete truckHand tools4 Construction of external cladding 1 x Jackhammer1 x Truck (small)Hand tools5 Construction of external road worksand footpaths1 x Concrete pump1 x Concrete truck1 x Paving machine1 x Grader1 x Excavator1 x Truck1 x Mobile crane1 x GrinderHand toolsConstruction noise criteriaGuidance on applicable construction noise goals for commercial receivers is takenfrom DECCW‘s Interim Construction Noise Guideline.Due to the broad range of sensitivities that commercial or industrial land can have tonoise from construction, the process of defining management levels is separated intodifferent categories. The external noise levels are assessed at the most-affectedoccupied point of the premises:Industrial premises: external LAeq(15minutes) 75 dBA;Offices, retail outlets: external LAeq(15minutes) 70 dBA;Other businesses that may be sensitive to noise.Other noise-sensitive businesses require separate project specific noise goals. For aCourt House, the recommended maximum LAeq noise level in the AS 2107:2000 ispresented in Table 6.9 below.Table 6.9Type of SpaceCourt House internal noise goalsNoise Level (LAeq)Court rooms 35Court reporting and transcript areas 40KMH-2010123a REF Rev 4 doc Page 66 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsJudge‘s chambers 40Legal and interview rooms 45Waiting areas 50Of these spaces, Court rooms have the most stringent noise goal. Court rooms are alsolikely to have the lowest noise reduction from potential future construction noise giventhat the other spaces have either masonry walls or multiple building elementsseparating the spaces from the external environment. On this basis, the assessmentfocuses on achieving the noise goals in Court rooms, which would be sufficient to meetthe requirements in the other spaces as well.Using specific knowledge of the Mount Druitt Court House layout, geometries of thespaces, glazing type and construction detail, noise break-in to the Court rooms hasbeen predicted. An overall noise reduction of 41 dBA from outside to inside has beenestablished. This reflects the location of the Court rooms being such that most of theCourt room facades are internal to the building with main noise break-in via theskylights. As such, an external free-field LAeq(15minutes) noise level of 76 dBA couldbe accepted in order not to exceed the internal noise requirement.The noise level goal for the TAFE educational facility is LAeq(15minutes) 45 dBA andrefers to internal noise levels when the property is being used.Construction noise modellingIn order to quantify noise emissions from the proposed construction works, noisecalculations have been undertaken to predict the LAeq(15minute) noise levels at thenearest sensitive receivers. The calculations include the noise levels of the anticipatedequipment, the location of the nearest sensitive receivers and the number of plantitems likely to be operating at any given time.Predicted LAeq(15minute) noise levels for different construction scenarios arepresented in Table 6.10.KMH-2010123a REF Rev 4 doc Page 67 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsTable 6.10Predicted construction LAeq(15minute) noise levelsReference Scenario Most potentially affectedreceiversBackground LA90noise level (dBA)Noise managementlevelLAeq(15minute) noise level (dBA)Predicted noise levelExceedance of noisemanagement level1 Demolition ofexisting structureand site clearing2 Relocation ofservices andpreparation ofsubstructure3 Construct floorslabs, columnsand walls4 Construction ofexternal cladding5 Construction ofexternal roadworks andfootpaths3 Mount Street (Commercial) 50 70 86 1659 North Parade (Court House) 50 76 1 82 6TAFE NSW – Western Sydney 50 65 2 76 112 Dixon Street (Residential) 47 57 67 103 Mount Street (Commercial) 50 70 73 359 North Parade (Court House) 50 76 1 70 -TAFE NSW – Western Sydney 50 65 2 64 -2 Dixon Street (Residential) 47 57 54 -3 Mount Street (Commercial) 50 70 80 1059 North Parade (Court House) 50 76 1 76 -TAFE NSW – Western Sydney 50 65 2 70 52 Dixon Street (Residential) 47 57 61 43 Mount Street (Commercial) 50 70 75 559 North Parade (Court House) 50 76 1 72 -TAFE NSW – Western Sydney 50 65 2 66 12 Dixon Street (Residential) 47 57 56 -3 Mount Street (Commercial) 50 70 81 1159 North Parade (Court House) 50 76 1 77 1TAFE NSW – Western Sydney 50 65 2 71 62 Dixon Street (Residential) 47 57 62 51 External noise level at Court Rooms‘ skylights. 2 External noise level assuming windows are closed - this assumptions is based on the relatively high road traffic noise levels in the areaKMH-2010123a REF Rev 4 doc. Page 68 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThe commercial property north of the proposed site has no windows or entrancesfacing the site. The predicted construction levels in Table 6.10 represent thoseexpected on the eastern and western facades of the building. Exceedances of thenoise management levels of up to 16 dBA are predicted.The construction noise levels are predicted to exceed the noise management levels byup to 6 dBA at the Mount Druitt Court House.Predicted noise levels at the nearby Mount Druitt TAFE are expected to exceed thenoise management levels for some scenarios, but not by more than 11 dBA.Exceedances of the noise management levels of up to 10 dBA are predicted for theresidential receivers south of the railway corridor.Construction vibrationFor the proposed car park, equipment likely to generate ground-borne vibrationincludes jackhammers, CFA rig, excavators, vibratory rollers and dump trucks.As a guide, safe working distances for typical items of vibration intensive plant arelisted in Table 7 of Appendix E. The safe working distances are quoted for both―cosmetic damage‖ and human comfort.The safe working distances presented in Table 7 are indicative and would varydepending on the particular item of plant and local geotechnical conditions. Thedistances to the nearby commercial receivers and the Court House may fall within thesafe working distances with regard to ―cosmetic damage‖ for several of the plantitems. Any exceedences would be addressed in the Construction EnvironmentalManagement Plan.Operational noise assessmentThe ambient noise environment at the nearest residential receivers is dominated byexisting road traffic and rail noise. The proposed development would not introduce anynew noise sources to the area as it would be built on a site near existing car parks.Also, the distance to the nearest sensitive receivers would not be significantly reduced.Consequently, the maximum noise levels from short-term events, such as door slams,engine start-ups and cars accelerating are not expected to increase as a result of theProposal.The commercial building on the northern boundary of the proposed site is notexpected to experience any increases in noise levels due to operational noise from theproposed car park. The noise environment at the nearby TAFE would continue to bedominated by road noise from existing local streets without any expected adverseeffects from the proposed car park. Operational noise emissions from the proposedcar park to the adjacent Court House are not expected to create a noticeable increasein noise levels and are therefore not expected to cause any adverse impacts.In terms of additional traffic on nearby streets, only a very minor increase in traffic flowwould be expected due to the proposed car park. It would also mostly be limited topeak commute times.On this basis, the noise level contribution from activities within the proposed car parkand any additional road traffic to and from the car park would be consideredinsignificant when compared to existing levels of traffic noise.KMH-2010123a REF Rev 4 doc. Page 69 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors6.5.3. Proposed mitigation measuresTo manage potential noise impacts during construction of the car park, the followinghave been proposed:Erection of hoardings on the western boundary to mitigate construction noiseaffecting the Mount Druitt Court House;Monitoring of noise and vibration during construction;Undertake a building condition survey prior to construction of the Mount DruittCourt House; andConsultation with individual stakeholders, specifically Mount Druitt Court Houseprior to the commencement of some vibration construction activities.A full list of all possible mitigation measures for construction noise impacts is detailedin Table 7.1.6.6. Heritage6.6.1. Existing environmentThe site consists of dilapidated foundations and rubbish associated with what used tobe a movie theatre.The Mount Druitt Railway Station is listed on RailCorp‘s Section 170 heritage register.The station building and overhead booking office are identified as the key features ofthis listing. There are no other heritage items within or in close proximity to theProposal site that are listed on the Blacktown LEP, Australian Heritage Database, StateHeritage Register or Register of National Estate.A search of DECCW‘s Aboriginal Heritage Information Management System databaseidentified no known aboriginal artefacts or places within or in close proximity to theProposal. There is limited potential for unknown artefacts to exist on site due to itsdisturbed nature.6.6.2. Potential impactsThe proposed commuter car park is approximately 300 metres from the heritage listedstation and is therefore considered unlikely to affect this heritage item.There are no known Indigenous or non-Indigenous heritage items within or in closeproximity to the site.Historical development of the site suggests that potential unknown archaeologicalresources or relics that may have existed on site are likely to have been disturbed ordestroyed.Based on the database information obtained and historical development of the site,the Proposal is unlikely to impact any Indigenous or non-Indigenous heritage items orplaces.6.7. Biodiversity6.7.1. Existing environmentThe natural landscape of the site has been extensively altered due to pastdevelopment and its location within an urban environment. The vegetation on sitecomprises saplings (Refer Photo 6-3) and weeds.KMH-2010123a REF Rev 4 doc. Page 70 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThree mature specimens of Forest Red Gum Eucalyptus tereticorni are located in anarrow strip of soil less than 2 metres wide between the Mount Street footpath andthe Proposal site.The bulk of vegetation on site occurs in the strip of vegetation along the North Paradefrontage. This strip of vegetation is approximately 10 metres deep and is broken by thedriveway leading onto the site from North Parade. The area to the west of this drivewayand immediately to the east is composed of weeds. The more easterly area of this stripof vegetation along North Parade shows a reduction in the density of weeds and theoccurrence of some native species of trees and groundcovers. These native speciesinclude six specimens of Grey Box Eucalyptus moluccana from 1 - 3.5 metres tall, aspecimen of Spotted Gum Corymbia maculata (5 metres), a specimen of ForestSheoak Allocasuarina torulosa (3 metres) and a single Swamp Oak Casuarina glauca.Native groundcovers in this strip of vegetation along North Parade are restricted touncommon specimens of Three Awned Spear Grass Aristida and are dominated bynumerous weed species.Photo 6-3Example of saplings in south-east corner of siteOf the five species of native tree species recorded on or near the proposed car park,four species are considered native to Western Sydney. Allocasuarina torulosa is notconsidered local and may be planted. The Eucalyptus tereticornis specimens occurringalong the Mount Street boundary could also be considered to be planted judging fromtheir even height, regularly spacing and linear occurrence. Of the native tree speciesoccurring on site, Eucalyptus tereticornis, Eucalyptus moluccana and Corymbiamaculata are characteristic species of Cumberland Plain Woodland ( CPW).The resilience of the site is considered very low, with probably limited soil stored seed.Exotic plant species dominate the understorey and ground layer and account for thedominant protective foliage cover on vegetated areas of the site. The diversity of weedspecies is low and no noxious weeds have been observed on site.6.7.2. Potential impactsThe three mature Eucalyptus tereticornis along Mount Street adjacent to the easternboundary would be kept and incorporated into landscaping of the proposed car park.All vegetation in the southern section of the site would be removed including all of thesmall native trees.KMH-2010123a REF Rev 4 doc. Page 71 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsConsidering the scarcity of native plant species noted above, the heavily disturbed soilconditions, the small size of the vegetated area, the low level of native activeresilience and the poor development of any structural and floristic complexity, it isconcluded that there is no native plant community occurring on the Proposal site. Assuch, the presumed original plant community of CPW, an Endangered EcologicalCommunity (EEC) as per the Threatened Species Conservation Act 1995 (TSC Act) andthe Environmental Protection & Biodiversity Conservation Act 1999 (EPBC Act), doesnot occur on the Proposal site as per the respective definitions of these communities,and therefore a 7-part test is not required under the EP&A Act 1979, or a Referral tothe Commonwealth Environment Department.6.8. Climate change and sustainability6.9. OtherGreenhouse gas emissionsAn increase in greenhouse gas emissions, primarily carbon dioxide, would be expectedduring construction of the Proposal from the transport of materials to site (vehicleemissions) and fuel consumption associated with construction machinery. Indirectgreenhouse gas emissions as a result of the Proposal would include emissionsembodied in the building materials used, particularly steel and concrete. Due to thescale of the Proposal and the temporary nature of construction works, greenhouse gasemissions resulting from construction are not expected to be significant. Furthermore,with the application of standard mitigation methods (refer Section 7) greenhouse gasemissions generated during construction of the proposed car park would be kept to aminimum.The operation of the Proposal is expected to lead to higher use of public transport andtherefore decreased use of private motor vehicles by commuters. Such a mode shiftwould reduce the amount of fuel consumed by private motor vehicles and thus wouldresult in a relative reduction in associated greenhouse gas emissions.Climate changeThe effects of climate change on the region in which the Proposal is located can beassessed in terms of weather changes, storm intensity, flooding and increased risk offire. Climate change has the potential to change weather patterns within the Sydneyregion in the form of:Temperature increases;Precipitation decreases;Increase in intensity of rainfall events; andIncrease in fire weather frequency.Increased temperatures within the Sydney region, in conjunction with decreasedprecipitation, are unlikely to have an impact on the operation of the facility.6.9.1. Hydrology and water qualityThe existing ground floor levels generally have a slight fall towards North Parade. Theexisting site stormwater system discharges at the southwest corner of the site to thecouncil stormwater system via a direct pipe connection to an existing pit in NorthParade.KMH-2010123a REF Rev 4 doc. Page 72 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsThe existing site building structure including the majority of the existing stormwatersystem would be demolished and removed to allow construction of a new structure.A series of above ground On Site Detention (OSD) storage tanks would be providedwithin the site possibly at the north-west corner or at ground level under the ramps toreceive the runoff from the roof parking and meet the storage criteria for the building.Rainwater from the open roof parking would be directed to grated full bore floor drainswhich are connected to downpipes attached to the columns and to the ground levelOSD tank.The OSD would be fitted with a Discharge Control Pit (DCP) with screens and orificecontrol to limit the outflow.The access roadway to the proposed car park would be graded towards North Paradeand runoff would be collected in conventional inlet pits and diverted to the Councilstormwater system. Landscaped areas around the ground floor parking fall into thesite. Runoff from these areas is likely to be piped directly to Council‘s stormwater.Rainwater outlets would be fitted with grated inlets. The DCP from the OSD would beprovided with a screened outlet. All grated drains located in pathways would besuitable for the passage of wheelchairs.Gross pollutant trap and oil separators would be installed downstream of the DCPbefore discharge to council stormwater system.6.9.2. Ground contaminationA Phase 1 Preliminary Contamination Assessment for the site was undertaken by ADEnvirotech and is attached as Appendix F. The results of the investigation concludedthat there is a low to moderate risk of contamination at the Proposal site.The main potential contamination receptors include site visitors, drainage though thesite, atmospheric transportation and deposition, surface water runoff and storm waterdrainage, downward migration and leaching via infiltration of rain water into the soiland lateral migration via groundwater.A review of historical aerial photographs revealed that the site has been used forpredominantly commercial purposes. No acid sulphate soil risk maps exist for the siteindicating the site appears to contain no known occurrences of acid sulphate soils.A search of DECCW Contaminated Land Management Database revealed that norecords have been issued against the Proposal site. A search of the Stored ChemicalInformation Database and the microfiche records held by WorkCover NSW did notlocate any records pertaining to the Proposal site.A visual examination of the site surface revealed no hydrocarbon staining. Asbestoscement debris was observed in the following locations;The south-western corner opposite the uncontrolled stockpile (possibly a formerTelstra pit);Inside the switch room under the stairs facing the southern boundary; andAlong the pit running east-west immediately in front of the switch room under thestairs.Building fabric within the structure may also potentially contain asbestos or otherhazardous materials. Polychlorinated biphenyls PCBs are presumed to exist within thecapacitors of the light fittings, while asbestos may be detected with bituminousmastics.Twenty soil samples were taken to test for petroleum hydrocarbons, benzene, toluene,ethyl-benzene, xylenes, metals, polyaromatic hydrocarbons, polychlorinated biphenyls,KMH-2010123a REF Rev 4 doc. Page 73 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorsorganochlorine pesticides, cyanide and phenols. Five samples were tested forasbestos.The criteria specified in the following publications were used for the site assessmentand classification of soil for disposal purposes:Guidelines for Assessing Service Station Sites, NSW EPA 1994;Guidelines for the NSW Site Auditor Scheme, NSW EPA 2006, 2nd Edition;National Environmental Protection Measure, 1999 (NEPM); andWaste Classification Guidelines - Part 1: Classifying Waste, NSW DECCW, April2008.Soil samples were assessed against the Health-based Investigation Levels (HILs)assigned for commercial or industrial properties (NEHF F), Provisional PhytotoxicityInvestigation Levels (PPILs), criteria assigned for General Solid Waste (CT1) andthreshold concentrations for sensitive land use.One soil sample yielded a concentration of nickel above the DECCW ProvisionalPhytotoxicity-based Investigation Levels (PPIL). However, considering that:The site inspection did not reveal any plants under stress within the Proposal site;The proposed development is a commuter car park;In some instances background nickel concentrations in soil can be as high as 500mg/kg; andThe elevated concentrations of the above metals are only marginally above theProvisional Phytotoxicity-based Investigation Level.The elevated nickel concentration can be considered acceptable for the site in regardsto the PPILs.Given the above findings a number of mitigation measures are proposed in Table 7.1.6.9.3. Cumulative impactsCumulative impacts may result when a number of construction or developmentprojects are undertaken concurrently and in close proximity to one another. Impactsfrom both construction and operational activities may combine to have a moresignificant impact on the surrounding area than would be the case if they were to beundertaken in isolation.The CCPIP includes a number of proposed car park developments on CityRail‘sWestern Line including Seven Hills, St Mary‘s, Schofields, Quakers Hill, andWerrington. Within the Mount Druitt retail and business precinct there are no knowndevelopments that are likely to coincide with the Proposal.Cumulative issues are unlikely to occur in terms of the bio-physical environment due tothe generally low risks posed by the proposals to their surroundings and the highlyurbanised context in which they are to be built; however, there is potential forcumulative impacts of disruption and inconvenience to rail commuters and adjacenttransport facilities if not properly managed.Traffic and transport impacts, including to rail commuters and pedestrians, have beenconsidered as part of the concept design and mitigation measures specified to reducethese risks. A particular focus needs to be maintained on this issue duringconstruction to ensure that minimal inconvenience is caused and cumulative impactsare not sustained. A complaints management system with specified response timesKMH-2010123a REF Rev 4 doc. Page 74 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorsand action close-outs would be strictly enforced to ensure any disruption is quicklyidentified and resolved.Should it be identified at a later stage in the development process that cumulativeimpacts may occur, further consultation to minimise impacts would be undertaken.Following completion of construction, the various car park developments areanticipated to result in beneficial cumulative impacts, such as increased publictransport patronage by providing increased commuter parking capacity in thoselocations where development growth is expected to occur. The modern, sustainablefacilities with specific measures to ensure personal safety are also expected to beattractive to new public transport users.Based on this review of all environmental factors relating to the proposed multi-storeycommuter car park, it is considered that the temporary cumulative impacts duringconstruction would be negligible whereas substantial beneficial cumulative impactswould be achieved by providing increased commuter car park capacity in locationswhere demand is the highest.KMH-2010123a REF Rev 4 doc. Page 75 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc. Page 76 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors7. Environmental managementThis section of the REF describes how the Proposal would be managed, viaenvironmental management plans and specific safeguards, to reduce the potentialenvironmental impacts throughout detailed design, construction and operation.Section 7.2 includes a comprehensive list of safeguards and mitigation measuresincluding general measures common to all infrastructure projects and those specific tothe impacts of the Proposal as described in Section 6 of this REF. Section 7.3identifies any relevant licences and approvals required to fulfil TCA‘s legislativeresponsibilities during the delivery of the Proposal.7.1. Environmental management plansA Construction Environmental Management Plan (CEMP) would be prepared inaccordance with the requirements of TCA‘s Environmental Management System forthe construction phase of the Proposal. The CEMP would provide a centralisedmechanism through which all potential environmental impacts relevant to the Proposalwould be managed and outlines a framework of procedures and controls for managingenvironmental impacts during construction.The CEMP would incorporate as a minimum all environmental mitigation measuresidentified below in Section 7.2, conditions from licences or approvals required bylegislation (Section 7.3), and a process for demonstrating compliance with suchmitigation measures and conditions.7.2. Safeguards and mitigation measuresEnvironmental safeguards for the Proposal are listed below in Table 7-1. Thesesafeguards will minimise the potential adverse impacts of the Proposal discussed inSection 6.Table 7-1 Environmental safeguardsGeneralAn Environmental Design Constraints Map will be developed during detailed design andimplemented during construction.An Environmental Controls Map (ECM) will be developed prior to commencement ofconstruction in accordance with TCA‘s draft guide to preparing ECMs. The ECM will beimplemented for the duration of construction.An appropriately qualified and experienced site based environment manager will be appointedprior to the commencement of construction.A project risk assessment including environmental aspects and impacts will be undertakenprior to the commencement of construction.Weekly inspections to monitor environmental compliance and performance will be undertakenduring construction.Prior to the commencement of construction, all contractors will be inducted on the key projectenvironmental risks, mitigation measures and safeguards.KMH-2010123a REF Rev 4 doc. Page 77 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsTraffic and site accessA Traffic Management Plan will be developed prior to the commencement of construction andimplemented to manage traffic on adjacent roadways.A Pedestrian Management Plan will be prepared prior to the commencement of constructionand implemented to maintain safe pedestrian access to Mount Druitt Railway Station.Dedicated off-site parking of construction workers and management vehicles will bedetermined in the traffic management plan.Designated construction haulage routes will be determined in advance of construction tominimise the impacts on local roads and adjacent sensitive receivers e.g. schools, hospitals,etc. Construction works will be adjusted during any special events e.g. examinations so as tominimise impacts and inconvenience during these periods.Appropriate speed limits for all construction vehicles in the vicinity of the site will beimplemented and monitored by the contractor.A minimum of three disabled car parking spaces at the northern entrance to Mount DruittRailway Station will be maintained throughout construction.Landscape and visual amenityA detailed Landscape Plan will be prepared. The Plan will ensure that landscape designenhances the visual amenity of the local area balanced with a high level of safety and securityand maintenance requirements.A building and landscape maintenance program will be implemented, as well as a graffitimanagement program, to minimise negative visual impacts during the long term.CCTV cameras and adequate lighting will be installed at appropriate locations to detervandalism and graffiti during operations.Lighting during construction will be kept as low as possible both within and external to the carpark to ensure adequate safety is maintained without dominating the surrounding area.HeritageIf previously unidentified European heritage archaeological items are uncovered during theworks, all works will cease in the vicinity of the material/find and professional advice will beimmediately sought. Works in the vicinity of the find will not re-commence until clearance fromTCA has been received.If previously unidentified Aboriginal heritage items are uncovered during the works, all worksin the vicinity of the find will cease and appropriate advice will be sought. Works in the vicinityof the find will not re-commence until clearance from TCA has been received.BiodiversityExclusion fencing will be erected around the mature Eucalyptus trees to be retained alongMount Street.Vehicles and plant/equipment will be kept away from the mature Eucalyptus trees.KMH-2010123a REF Rev 4 doc. Page 78 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsErosion and sedimentationErosion and sediment control measures will be implemented and maintained to:- prevent sediment moving off-site and sediment laden water entering any water course,drainage line, or drain inlet- reduce water velocity and capture sediment on site- minimise the amount of material transported from site to surrounding pavement surfaces- divert clean water around the site(in accordance with the Landcom/Department of Housing Managing Urban Stormwater, Soilsand Construction Guidelines (the Blue Book)).Erosion and sedimentation controls will be checked and maintained at least on a weekly basis(including clearing of sediment from behind barriers). Controls will also be inspected before,during and after heavy rainfall events.Erosion and sediment control measures will not be removed until the works are complete orareas are stabilised.Work areas will be stabilised progressively during the works.Water qualityVisual monitoring of local water quality (i.e. turbidity, hydrocarbon spills/slicks) will beundertaken on a regular basis to identify any potential spills.Water quality control measures will be used to prevent any materials (e.g. concrete, grout,sediment etc) entering drain inlets or waterways.Vehicle wash down and/or cement truck washout will occur in a designated bunded area or offsite in accordance with DECCW‘s guidelines for concrete washouts.Emergency spill kits will be kept on site at all times. All staff will be made aware of thelocation of the spill kit and trained in its use.Air qualityMeasures (including watering or covering exposed areas) will be used to minimise or preventthe generation of air pollution and dust.Works (including the spraying of paint and other materials) will not be carried out during strongwinds or in weather conditions where high levels of dust or air borne particulates are likely.Vehicles transporting waste or other materials that may produce odours or dust will becovered and their tailgates sealed during transportation.Hardstand material, rumble grids or other appropriate measures will be installed at entry andexit points to minimise tracking of dirt onto roadways.Construction noise and vibrationA site specific Construction Noise and Vibration Management Plan will be prepared, consistentwith the requirements of the TCA Construction Noise Strategy and DECCW‘s InterimConstruction Noise Guideline.Works will be carried out during normal work hours (i.e. 0700 to 1800 Monday to Friday; 0800KMH-2010123a REF Rev 4 doc. Page 79 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorsto 1300 Saturdays). Other hours may be worked if approved by the relevant authority.Hoardings will be erected on the western boundary, subject to detailed design, to mitigateconstruction noise affecting the Mount Druitt Court House.The construction airborne noise objective for the Proposal will be to manage noise fromconstruction activities such that the L10 level measured over any 15 minute period does notexceed the background LA90 noise level by more than 10dBA (assuming work duration of 26weeks or less) at any residence or other noise sensitive receiver. Where this cannot beachieved, all reasonable and feasible noise mitigation and management measures will beimplemented to achieve to the greatest extent possible the construction noise objective. Anypotential activities that may cause noise emissions that exceed the objective will be identifiedand managed in accordance with the Construction Environmental Management Plan (CEMP)or Construction Noise and Vibration Management Plan.For the purposes of the noise objective, 5 dB(A) will be added to the measured level if thenoise from the activity is substantially tonal or impulsive in nature in accordance with Chapter4 of the NSW Industrial Noise Policy or other relevant guidelines.NSW TAFE, affected pre-schools, schools, universities and any other affected permanenteducational institutions will be consulted in relation to noise mitigation measures to identifyany noise sensitive periods, e.g. exam periods. As much as reasonably possible noiseintensive construction works in the vicinity of affected educational buildings will be minimised.Vibration (other than from blasting) resulting from construction and received at any structureoutside of the project will be limited to:- For structural damage vibration - German Standard DIN 4150: Part 3 – 1999 ―StructuralVibration in Buildings: Effects on Structures‖; and- For human exposure to vibration the acceptable vibration values set out in theEnvironmental Noise Management Assessing Vibration: A Technical Guideline (DEC 2006).Monitoring of noise and vibration will be undertaken during construction to measurecompliance against relevant criteria.A building condition survey will be undertaken prior to construction commencing if there is arisk of damage to the Mount Druitt Court House.Vibration intensive construction activities will be scheduled in consultation with the MountDruitt Court House to minimise disturbance to occupants.Waste managementResource management hierarchy principles will be followed:- avoid unnecessary resource consumption as a priority- avoidance is followed by resource recovery (including re-use of materials, reprocessing,recycling and energy recovery)- disposal is undertaken as a last resortWaste material will not be left on site once the works have been completed.Working areas will be maintained, kept free of rubbish and cleaned up at the end of eachworking day.Waste material taken off site will be appropriately classified and managed in accordance withthe Waste Classification Guidelines (DECCW, April 2008). All waste documentation will becollated in accordance with these guidelines and provided to TCA as requested.Biannual waste reports will be undertaken in accordance with requirements of the NSWKMH-2010123a REF Rev 4 doc. Page 80 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsGovernment‘s Waste Reduction and Purchasing Policy (WRAPP).A maximum of waste will be diverted from landfill (TCA target 90 per cent).The re-use potential for usable spoil material will be identified (TCA target 100 per cent).ContaminationA Contamination Investigation Report (CIR) will be prepared in consultation with Blacktown CityCouncil to determine the nature, extent and degree of contamination within the Proposal areain accordance with the applicable DECCW guidelines.Should the CIR indicate that remediation is necessary to reduce or remove risks posed bycontaminants on the site, then the land affected by construction will be remediated inaccordance with a site specific Remediation Action Plan (RAP).The RAP will be prepared in accordance with the relevant DECCW guidelines and provided toCouncil for comment.A Hazardous Materials Audit/Survey on the remaining concrete structure will be conductedprior to demolition/refurbishment.Removal of the asbestos cement debris will be carried out by an experienced AD1-B or AD1-Flicensed removal contractor in accordance with the Code of Practice for the Safe Removal ofAsbestos [NOHSC: 2002 (2005)].A Toxicity Characteristics Leaching Procedure (TCLP) analysis of nickel for sample 4224-4A willbe undertaken.Upon completion of concrete removal operations the soils surface will be inspected by anappropriately qualified environmental scientist or engineer.If any unexpected contamination is identified within the subsurface environment duringconstruction, the site will be inspected by an appropriately qualified environmental scientist orengineer.Utilities and servicesDiscussions with utility and service providers will be undertaken prior to commencement ofany service adjustments or relocations and all relevant approvals sought prior to thecommencement of works where required.All permanent lighting for the project will be designed, installed and operated in accordancewith the requirements of AS 1158 ―Road Lighting‖ and AS 4282 ―Control of the ObtrusiveEffects of Outdoor Lighting‖.RoadsRoad Condition Reports will be prepared for all local roads likely to be used by constructiontraffic in the vicinity of the project. These reports will be prepared prior to commencement ofconstruction and after construction is complete. A copy of the relevant report will beforwarded to the relevant roads authority. Any damage resulting from the construction of theproject, aside from that resulting from normal wear and tear will be repaired. An alternativearrangement for road damage repair may be negotiated with the relevant roads authority.Property impactsSubject to landowner agreement, building condition surveys will be completed onbuildings/structures prior to proximate piling, excavation or bulk fill or any vibratory impactworks including jack hammering and compaction (Designated Works): Property conditionsurveys need not be undertaken if a risk assessment indicates buildings/ structures/ roadsKMH-2010123a REF Rev 4 doc. Page 81 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factorswill not be affected as determined by a qualified geotechnical engineer prior tocommencement of Designated Works.Selected potentially sensitive buildings and/or structures will first be surveyed prior tocommencement of the Designated Works and again immediately upon completion of theDesignated Works.All property owners of assets to be surveyed, as defined above, will be advised of the scopeand methodology of the survey within a reasonable time (not less than 14 days) prior tocommencement of the surveys and of the process for making a claim regarding propertydamage. A copy of the survey(s) will be given to each affected owner. A register of allproperties surveyed will be maintained.A process for property owners to make a claim regarding property damage and for theresolution of disputed claims will be developed and included in the CEMP. Any damage tobuildings, structure, lawns, trees, sheds, gardens etc. as a result of any construction activitydirect and indirect (i.e. including vibration and groundwater changes) will be rectified at nocost to the owner(s).Climate change and sustainabilityEach stage of design will meet the minimum percentage requirements as specified in TCA‘sSustainable Design Guidelines 2009A maximum of concrete and steel will be recycled from the demolished structure and used inconstruction where possible.A Climate Change Impact Assessment, including a carbon footprint of the construction of theproject, will be undertaken during detailed design.CommunicationsA Community Liaison Plan (CLP) will be established prior to construction commencing. The CLPwill be implemented throughout the delivery of the project and will include but not be limitedto:identification of community, commuters and other stakeholders to be informed/consultedas part of the projectdetails of procedures and mechanisms that would be used to regularly inform thecommunity, commuters and other stakeholdersdetails of how directly affected property owners will be consultedprocesses to receive and manage feedback and complaintsproject phone, email and mail contact details 9including 24 hour contact number forurgent enquiries and complaints)7.3. Licensing and approvalsAll licences and approvals required to undertake the works are listed in Table 7-2.These approvals are legislative requirements necessary for the delivery of theProposal.Table 7-2 Licence and approval requirementsRequirementGive written notice of the intention to carry outthe development to adjacent land owners(ISEPP cl.13 (2)).Timing21 days prior to commencement ofconstruction.KMH-2010123a REF Rev 4 doc. Page 82 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors8. ConclusionThe Mount Druitt Commuter Car Park proposal is consistent with the NSWMetropolitan Transport Plan and is an integral part of the Commuter Car Park andInterchange Program. The Proposal would contribute to the delivery of the NSWGovernment‘s commitment to encourage more commuters on to the public transportsystem.This REF has been prepared to fulfil the requirements of Section 111 of the EP&A Actthat TCA examine and take into account to the fullest extent possible all mattersaffecting or likely to affect the environment as a result of the Proposal.The Proposal would provide the following benefits:Additional commuter parking at a key transport facility in the Blacktown LGA wherethere is currently an excess of demand for designated commuter car parkingspaces;A facility that is expandable should car parking demand increase in the future;A safe and accessible facility that provides for the needs of disabled commuters;A facility that would improve the public domain through redevelopment of a sitethat is currently in disrepair;A development that would include a number of important sustainability initiatives inthe concept design so that use of the car park would be encouraged; andA development that would be integrated with, and would complement, adjacentpublic transport facilities.The Proposal benefits are considered to outweigh the environmental impacts of theProposal. The Proposal impacts are outlined in Section 6. This REF has considered andassessed these impacts in accordance with Clause 228 of the EP&A Regulation andrequirements of the EPBC Act (Section 6 and Appendix B). The project impacts wouldbe managed via a Construction Environmental Management Plan and specificmitigation measures described in Section 7. As a result, these environmental impactsare not considered to be significant.The Proposal has also taken into account the principles of ESD (Section 3.2.2). Thesewould be considered further during the detailed design, construction and operationalphases of the Proposal. This would ensure the Proposal is delivered to maximumbenefit to the community, is cost effective and minimises any adverse impacts on theenvironment.KMH-2010123a REF Rev 4 doc. Page 83 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc. Page 84 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors9. CertificationThis REF provides a true and fair review of the Proposal in relation to its potentialimpacts on the environment. It addresses to the fullest extent possible all mattersaffecting or likely to affect the environment as a result of the Proposal.Erica van den HonertPrincipal ConsultantDate: 1 December 2010I have examined the REF and the certification by Erica van den Honert and accept theREF on behalf of TCA.Katie ShammasEnvironment and Planning ManagerDate: 1 December 2010KMH-2010123a REF Rev 4 doc. Page 85 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc. Page 86 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors10. ReferencesABS Census 2006, ABS Census 2001; ABS Regional Profile 1998; Westir PublicationsBlacktown City Council (2010) Statistics, Demographic Overview of the Blacktown LGA, viewed 30September 2010, http://www.blacktown.nsw.gov.au/our-city/statistics/statistics_home.cfmCSIRO, Australian Bureau of Meteorology, Climate Change in Australia: Technical Report, 2007ID Consulting (2007) Blacktown City Council: population and household forecastNSW Department of Environment and Conservation (2006) Assessing Vibration: A technicalGuideline (ISBN 1 74137 812)NSW Department of Planning (2005) City of Cities: A Plan for Sydney‘s Future, NSW Government‘sMetropolitan Strategy (ISBN 0 7347 5655 0)NSW Department of Planning (2006) Urban Transport StatementNSW Department of Planning (2009) Commuter Car Park Program GuidelineTransport NSW (2010) Metropolitan Transport Plan, Connecting the City of Cities (ISBN 978-0-9807464-2-6)RailCorp (2010) A Compendium of CityRail Travel Statistics 7th EditionState Rail Authority 1995, State Rail Strategic Plan 1994-2016, State Rail Authority, SydneyTransport Construction Authority (2010) Commuter Car Park Program 2; Mount Druitt CommuterCar Park – Preliminary Site Options Analysis (Draft)Transport Infrastructure Development Corporation (2009) Sustainability Design Guidelines, forStations, Commuter Car Parks and Maintenance FacilitiesKMH-2010123a REF Rev 4 doc. Page 87 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsKMH-2010123a REF Rev 4 doc. Page 88 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors11. Terms and acronyms used in the REFADICCTVCCPIPCEMPCIRClause 228CPTEDDCPDDADECDECCWDSEWPCEMPEP&A ActEP&A RegulationEPBC ActECMEPLESDFM ActHeritage ActAustralian Defence IndustriesClosed Circuit TelevisionCommuter Car Park and Interchange ProgramConstruction Environmental Management Plan.Contamination Investigation ReportClause 228 of the Environmental Planning and Assessment Regulation 2000 (NSW)Crime Prevention Through Environmental Design is a crime prevention strategy thatfocuses on the planning, design and structure of cities and neighbourhoodsDevelopment Control Plans provide specific, more comprehensive guidelines for certaintypes of developmentDisability Discrimination Act 1992 (Commonwealth)NSW Department of Environment and Conservation now known as DECCWNSW Department of Environment, Climate Change and WaterCommonwealth Department of Sustainability, Environment, Water, Population andCommunitiesEnvironmental Management PlanEnvironmental Planning and Assessment Act 1979 (NSW). Provides the legislativeframework for land use planning and development assessment in NSWEnvironmental Planning and Assessment Regulation 2000 (NSW).Environment Protection and Biodiversity Conservation Act 1999 (Commonwealth).Provides for the protection of the environment, especially matters of nationalenvironmental significance, and provides a national assessment and approvals process.Environmental Controls MapEnvironmental Protection Licence as required under the Protection of the EnvironmentOperations Act 1997Ecologically sustainable development. Development which uses conserves andenhances the resources of the community so that ecological processes on which lifedepends, are maintained and the total quality of life, now and in the future, can beincreased.Fisheries Management Act 1994 (NSW)Heritage Act 1977 (NSW)Infrastructure SEPP State Environmental Planning Policy (Infrastructure) 2007LALCLEPLGANESNoxious Weeds ActNPW ActOSDPOEO ActREFREPRTALocal Aboriginal Land CouncilLocal Environmental Plan. A type of planning instrument made under Part 3 of the EP&AAct.Local Government AreaRefers to the seven matters of National Environmental Significance listed under theEPBC Act.Noxious Weeds Act 1993 (NSW)National Parks and Wildlife Act 1974 (NSW)On Site DetentionProtection of the Environment Operations Act 1997 (NSW)Review of Environmental FactorsRegional Environmental Plan. A type of planning instrument made under Part 3 of theEP&A Act.NSW Roads and Traffic AuthorityKMH-2010123a REF Rev 4 doc. Page 89 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsSEPP State Environmental Planning Policy. A type of planning instrument made under Part 3of the EP&A Act.SIDRASISTCATSC ActWRAPPSIDRA is a traffic intersection modelling tool used to model traffic and intersectionperformanceSpecies Impact Statement as required under the EP&A ActTransport Construction AuthorityThreatened Species Conservation Act 1995 (NSW)NSW Government‘s Waste Reduction and Purchasing PolicyKMH-2010123a REF Rev 4 doc. Page 90 of 116Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsAPPENDIX AMatters of National Environmental SignificanceKMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsMatters of National Environmental SignificanceThe environmental assessment provisions of the Environment Protection and BiodiversityConservation Act 1999, require the following Matters of National Environmental Significance(NES) to be considered in order to determine whether the Proposal should be referred to theCommonwealth Department of Sustainability, Environment, Water, Population and Communities.Factora) Any impact on a World Heritage property?No World Heritage property in the area.b) Any impact on a National Heritage place?No National Heritage place in the area.c) Any impact on a wetland of international importance?No wetland of international importance in the area.d) Any impact on a listed threatened species or communities?The only trees on site are three mature specimens of Forest Red GumEucalyptus tereticornis. The bulk of vegetation that occurs consists of somenative species of trees and groundcovers dominated by introduced weeds.No threatened ecological community or species occur on site.e) Any impacts on listed migratory species?14 listed migratory species or habitats may occur in the area. Howeverthese are not considered likely to occur on or adjacent to the site and willtherefore not be impactedf) Any impact on a Commonwealth marine area?No Commonwealth marine area in the area.g) Does the proposal involve a nuclear action (including uraniummining)?Noh) Additionally, any impact (direct or indirect) on Commonwealthland?The Proposal site is not located on Commonwealth property nor is itimmediately adjacent to Commonwealth property.Impactx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantx nil□ minor□ significantKMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsAPPENDIX BConsideration of Clause 228 factorsKMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental FactorsClause 228 FactorsThe environmental assessment provisions of the Environment Planning and AssessmentRegulation 2000, require the following factors to be considered in order to determine whether theproposal will have a significant impact on the environment.• Factor • Impacts(a)Any environmental impact on a community?During construction there would be temporary increases innoise, dust, vibration and traffic as well as temporary disruptionsto traffic and pedestrian movements in the vicinity of theProposal. Greenhouse gases would also be emitted as a result ofconstruction. In particular noise and vibration impacts on MountDruitt Court House would require management through theimplementation of the mitigation measures listed in Section 7.During operation there would be shadowing effects on theMount Druitt Court House secure car park and entry area.Operational noise from the Proposal is anticipated to have aminimal impact on the acoustic amenity of the community ornearby neighbours.The Proposal would result in a long term benefit by providing anadditional 220 commuter car parking spaces in close proximityto Mount Druitt Railway Station and 7 DDA compliant spacesadjacent to the Station. The Proposal would also visually improvethe site which is currently in disrepair and would improve safetyin the public domain via security lighting, CCTV and passivesurveillance.Short-termnegativeLong-term minornegativeLong-termpositive(b)Any transformation of a locality?The Proposal is located within a commercial area of Mount Druittand would demonstrate a high level of compatibility with existingland uses. The Proposal would also be of a similar height andscale to the surrounding buildings.Operational noise from the Proposal is anticipated to have aminimal impact on the acoustic amenity of the community ornearby neighbours.There would minor changes to the visual amenity of the areahowever these changes would be consistent with the existinglocality. Therefore there would be no transformation of thelocality.NilNilNil(c)Any environmental impact on the ecosystem of thelocality?The Proposal would be constructed on a disused site thatcontains the dilapidated concrete structure of a former cinema.NilKMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors• Factor • ImpactsExcept for the three mature Eucalyptus tereticornis along theeastern boundary, all other vegetation on site would beLong-term minornegativeremoved.The vegetation to be removed is not original Cumberland PlanWoodland community and therefore the Proposal would nothave an impact on the ecosystems of the locality.Nil(d)Any reduction of the aesthetic, recreational, scientific orother environmental quality or value of a locality?The Proposal would be constructed on a site that is currentlydisused and in disrepair. There would be temporary amenitychanges resulting from the clearance of vegetation, demolitionof the existing structure and establishment of site offices. Therewould also be a temporary increase in noise, dust emissions,greenhouse gases and vehicle movements during constructionthat would be reduced through the implementation of mitigationmeasures outlined in Section 7.After construction the aesthetic value of the site would beimproved from its current disrepair and value would be added tothe locality through the operation of 220 secure, convenientcommuter car parks.The dilapidated structure would be replaced with a car park thatis regularly used, improving the public safety of the area.Short-term minorLong-termpositiveLong-termpositive(e)Any effect on a locality, place or building having aesthetic,anthropological, archaeological, architectural, cultural,historical, scientific or social significance or other specialvalue for present or future generations?The Proposal would not result in any effect on a locality, place orbuilding having aesthetic, anthropological, archaeological,architectural, cultural, historical, scientific or social significanceor other special value for present or future generations.Nil(f)Any impact on the habitat of protected fauna (within themeaning of the National Parks and Wildlife Act 1974)?No habitat of protected fauna (under the National Parks andWildlife Act 1974) occurs in or near the Proposal.Nil(g)Any endangering of any species of animal, plant or otherform of life, whether living on land, in water or in the air?No species of animal, plant or other form of life is expected to beendangered as a result of the Proposal.NilKMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors• Factor • Impacts(h)Any long-term effects on the environment?There would be no long term degradation to the environment asa result of the Proposal.There would be long term beneficial increase in public safety inthe vicinity of the site due to the operation of a regularly usedcar park.NilLong-termpositive(i)Any degradation of the quality of the environment?During construction there would be temporary changes to thenoise and visual quality of the environment. There would also bean increase in dust, greenhouse gases and vehicle movements.During operation there would not be a substantial change in theenvironmental quality of the locality. However, there would beimproved public safety due to commuters regularly using the carpark.During operation there would be shadowing effects forapproximately 1.5 hours per day on the Mount Druitt CourtHouse secure car park and entry area.Short-term minornegativeLong-termpositiveLong-term minornegative(j)Any risk to the safety of the environment?The safety of the environment would not substantially change asa result of the Proposal.(k)Any reduction in the range of beneficial uses of theenvironment?The Proposal is located on a site that is currently disused. TheProposal is consistent with the commercial nature ofsurrounding land uses and following completion would not resultin any reduction in the beneficial uses.During construction there would be temporary increases innoise, dust and vibration as well as temporary disruptions totraffic and pedestrian movements in the vicinity of the Proposal.NilNilShort-term minornegative(l)Any pollution of the environment?During construction there would be temporary increases innoise, vibration, dust and construction traffic as well asgreenhouse gases and visual amenity of the site. These impactswould be reduced through the implementation of mitigationmeasures outlined in Section 7.Short-term minor(m)Any environmental problems associated with the disposalof waste?KMH-2010123a REF Rev 4 doc.Status: Final

Mount Druitt Commuter Car ParkReview of Environmental Factors• Factor • ImpactsThe disposal of waste would be a minor issue. Asbestos cementdebris was observed at several locations on site and buildingShort-term minornegativefabric within the structure may also potentially contain asbestosor other hazardous materials. Given the mitigation measures inSection 7, the disposal of waste associated with the Proposalwould be a minor issue.(n)Any increased demands on resources (natural orotherwise) that are, or are likely to become, in shortsupply?The resources proposed to be used as part of this Proposal arenot considered in short supply and are not likely to become inshort supply as a result of the Proposal.(o)Any cumulative environmental effect with other existing orlikely future activities?The CCPIP includes a number of proposed car parkdevelopments on CityRail‘s Western Line including Seven Hills,St Mary‘s, Schofields, Quakers Hill, and Werrington. Within theMount Druitt retail and business precinct there are no knowndevelopments that are likely to coincide with the Proposal.There is potential for cumulative impacts of disruption andinconvenience to rail commuters and adjacent transportfacilities if not properly managed.Following completion of construction, the various car parkdevelopments are anticipated to result in beneficial cumulativeimpacts, such as increased public transport patronage byproviding increased commuter parking capacity in thoselocations where development growth is expected to occur.NilShort-term minornegativeLong-termpositiveKMH-2010123a REF Rev 4 doc.Status: Final

KMH-2010123a REF Rev 4 doc.Status: FinalMount Druitt Commuter Car ParkReview of Environmental Factors

Mount Druitt Commuter Car ParkReview of Environmental FactorsAPPENDIX CTraffic and transport impact assessmentKMH-2010123a REF Rev 4 docStatus: Final

KMH-2010123a REF Rev 4 docStatus: FinalMount Druitt Commuter Car ParkReview of Environmental Factors

Commuter Car Park and Interchange ProgramMount Druitt Commuter Car ParkTraffic Transport and Access ImpactAssessmentReport no: CCPP-08430843-RWRW-72917291-FDate 25 November 2010RevisionStatusAuthorOpus Document no.:FFinalTerri Collett and Shin LeeSYT-12763.01/F.06Opus International Consultants (NSW) Pty LtdTel +61 2 9325 5600Fax +61 2 9904 6777http://www.opus.com.auLevel 12 North Tower, 1-5 Railway St, Chatswood NSW 2067, PO Box 5340, West Chatswood NSW1515, Australia

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTable of Contents1. Executive Summary ........................................................................................................... 11.1. Proposal ................................................................................................................... 11.2. Operational Impacts ................................................................................................ 11.3. Construction impacts .............................................................................................. 21.4. Conclusions and Recommendations ...................................................................... 22. Introduction ........................................................................................................................ 32.1. Background .............................................................................................................. 32.2. Site Location ............................................................................................................ 32.3. Methodology ............................................................................................................ 42.4. Scope of the Report ................................................................................................. 52.5. Consultation Undertaken ........................................................................................ 53. Existing Conditions ............................................................................................................. 63.1. The Site .................................................................................................................... 63.2. Mount Druitt and Surrounds ................................................................................... 73.3. Regional Transport Significance ............................................................................. 73.4. Vehicle Access ......................................................................................................... 83.5. Rail Station and Bus Interchange and Services .................................................... 93.5.1. Buses ...................................................................................................... 113.6. Pedestrian and Cycling Movements ..................................................................... 123.7. Taxis........................................................................................................................ 133.8. Kiss & Ride ............................................................................................................. 133.9. Park & Ride ............................................................................................................ 133.9.1. Available Commuter Parking ................................................................. 133.9.2. Park & Ride Commuters ........................................................................ 133.10. Commuter Origins and Destinations .................................................................... 143.10.1. Travel Flows of Commuters ................................................................... 153.10.2. Analysing Kiss & Ride Traffic ................................................................. 153.10.3. Predicted Modal Shift ............................................................................ 163.11. Traffic Intersection Performance .......................................................................... 163.11.1. Vehicle Turning Counts & Queue Surveys ............................................ 16I. Mount Street and North Parade ............................................................ 17II. North Parade and Jirrang Close ............................................................ 18Table 2: Peak Traffic Volumes – North Parade and Jirrang Close Intersection . 18III. Luxford Road and Mount Street ........................................................... 18Table 3: Peak Traffic Volumes – Luxford Road and Mount Street Intersection 19IV. North Parade and Sherbrooke Street ................................................... 19Table 4: Peak Traffic Volumes – North Parade and Sherbrooke StreetIntersection ............................................................................................. 20CCPP-0843-RW-7291-F.docx Page 3 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment4. Proposed Development ................................................................................................... 215. Potential Operation Impacts ............................................................................................ 235.1. Traffic Conditions and Intersection Performance ................................................ 235.1.1. Intersection Assessment and Mitigation .............................................. 255.2. Other Intersections ................................................................................................ 325.3. Parking ................................................................................................................... 335.4. Pedestrian and Cyclist Movements ...................................................................... 335.5. Public Transport, Taxis and Kiss & Ride .............................................................. 346. Potential Construction Impacts ........................................................................................ 357. Conclusion and Recommendations ................................................................................. 37Appendix A – Origin – Destination Survey FormsAppendix B – SIDRA ModellingCCPP-0843-RW-7291-F.docx Page 4 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTable of Figures:Figure 2–1: Site Location....................................................................................................................... 4Figure 3–2: Land use in Mount Druitt ................................................................................................... 7Figure 3–3: Key Vehicle Routes ........................................................................................................... 9Figure 3–4: Mount Druitt transport interchange map ...................................................................... 10Figure 3–6: Existing cycle paths in Mount Druitt ............................................................................... 12Figure 3–7: Commuter parking in Mt Druitt ....................................................................................... 14Figure 3–9: Intersections Modelled ................................................................................................... 17Figure 4–1: Concept design of car park by DEM Architects .............................................................. 22Figure 5–1: Predicted Traffic Volumes - AM peak .............................................................................. 24Figure 5–2: Predicted Traffic Volumes - PM peak .............................................................................. 24Figure 5–3: Site Entrance / North Parade Intersection Lane Layout ............................................... 26Figure 5–4: Mount Street/ North Parade Intersection Lane Layout ................................................. 27Figure 5–5: Mount Street / North Parade Phasing Diagram ............................................................. 28Figure 5–6: Jirrang Close / North Parade Intersection Lane Layout ................................................ 29Figure 5–7: Sherbrooke Street/ North Parade Intersection Lane Layout ........................................ 30Figure 5–8: Luxford Road / Mount Street Intersection Lane Layout ................................................ 31Figure 5–9: Luxford Road / Mount Street Phasing Diagram ............................................................. 32CCPP-0843-RW-7291-F.docx Page 5 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentList of Tables:Table 1: Mode of Transport and Those willing to use Car Park from O-D survey ............................. 16Table 2: Peak Traffic Volumes – North Parade / Mount Street Intersection.................................... 18Table 3: Peak Traffic Volumes – North Parade and Jirrang Close Intersection ............................... 18Table 4: Peak Traffic Volumes – Luxford Road and Mount Street Intersection ............................... 19Table 5: Peak Traffic Volumes – North Parade and Sherbrooke Street Intersection ...................... 20Table 6: Level of Service Definitions ................................................................................................... 23Table 7: North Parade Site Entrance / North Parade Intersection ................................................... 26Table 8: Mount Street/ North Parade Intersection ............................................................................ 27Table 9: Jirrang Close / North Parade Intersection ............................................................................ 29Table 10: Sherbrooke Street/ North Parade Intersection ................................................................. 30Table 11: Luxford Road / Mount Street Intersection ......................................................................... 32Table 12: Sensitive Sites within 500m of Development.................................................................... 36CCPP-0843-RW-7291-F.docx Page 6 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment1. Executive Summary1.1. ProposalOpus International Consultants have been commissioned by Transport Construction Authority(TCA) to undertake a Traffic, Transport and Access Impact Assessment (TT&A IA) for the MtDruitt car park development as part of the NSW Government‟s Commuter Car Park andInterchange Program (CCPIP).As part of the CCPIP, TCA is investigating a number of sites, including at Mt Druitt, to improvethe availability of convenient and secure commuter car parking at railway stations toencourage public transport use.This assessment investigates the impacts of the new multi-storey commuter car park at MtDruitt station on the surrounding traffic, transportation and accesses.The car park is proposed to be located on the North West corner of North Parade and MountStreet approximately 300 metres from the Mount Druitt Railway Station and BusInterchange.The proposed car park is a two level structure for approximately 220+/- 10 vehicles.Because the number of car spaces to be included in the development could be220+10=230, it was appropriate to model and assess the impact based on the largest likelynumber of spaces (230) to cover the worst case scenario.It is proposed that a single entrance and exit to the car park be located on North Parade. Theentry and exit is to be left in and left out only onto North Parade because the existing medianprohibits right turn movements.1.2. Operational ImpactsTraffic counts, queues, and signal phase data were collected to understand the existingconditions and to understand the proposals impact on the sites surrounding intersections.SIDRA Intersection 5.0 (SIDRA) models for the surrounding intersections were used toestimate existing and future intersection Level of Service (LOS) and average delay taking intoaccount of the traffic generated by the proposed multi-story car park. As necessary,mitigation measures have been identified to reduce the impacts of traffic to acceptablelevels.Origin and Destination (O-D) survey was undertaken at the station:The observed peak hours on the network are from 0800-0900 during the AM Peak and1630-1730 during the PM Peak;Key results of the traffic models include:The modelling indicates that currently there are no operational issues with any of theidentified intersections. The right turn from Luxford Road onto Mount Street being theonly movement operating at capacity with a LOS D. The intersections themselvescurrently operate with a LOS B or better.On the eastbound side of North Parade the current on-street car parking will restrict sightdistances to the proposed car park entrance and exit. These spaces will be removed fromJirrang Close to Mount Street.The median located along North Parade results in the site‟s vehicle access and egress beingvia a left in / left out arrangement. This significantly reduces the potential points of conflictbetween pedestrians and motorists in comparison to a full movement vehicle accessscenario. The footpath adjacent to the frontage of the CCP is wide and clear of kerbsideparking and other obstructions ensuring good visibility for both pedestrians and motorists.CCPP-0843-RW-7291-F.docx Page 1 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe vast majority of vehicle movements to and from the CCP will occur outside of existingperiods of peak pedestrian flow. This suggests that conflict between pedestrians andvehicles using the CCP will be minimal.Modelling of the proposed condition allows for removal of this on-street parking on NorthParade. This allows 2 lanes on the western approach of the North Parade and Mount Streetintersection.There will be no impacts on pedestrians, passenger transport, taxis, kiss & rides in relationto delays and increased travel time.1.3. Construction impactsThe construction traffic generated by the development of the proposal is estimated to be amaximum of up to 6 heavy vehicles per day mid week at its peak during the demolitionphase. This is considered to be a minimal level of construction traffic and will not have asignificant impact on the local road network, passenger transport services, kiss & ride andpark & ride traffic.A Construction Traffic Management Plan (CTMP) is recommended in order to reduce whatconstruction impacts do occur. The CTMP is to be prepared so that it will provide safepedestrian movements and to allocate suitable parking areas for the construction workers,equipment and delivery vehicles.1.4. Conclusions and RecommendationsFindings of the traffic modelling include that the overall LOS of the intersections areexpected to remain on the whole unaffected, with less than minor reductions in theoperational performance of a few approaches to LOS C, but still operating well withincapacity.There is no need for any mitigation methods to be undertaken to reduce the impact of the MtDruitt car park on the wider road network as the impacts from the proposed car park arewithin acceptable levels with all approaches at all the assessed intersections operating at aLOS C or better.A minority of pedestrians are crossing North Parade near the intersection with Mount Street.The location of pedestrian access & egress from car park building should encourage use ofhigh quality footpath on north side of North Parade for pedestrians generated by CCP.Proposed mitigation measure would be installation of barrier fence in central medianbetween on North Parade from Jirrang Close to Mount Street (similar to that closer toStation).In order to achieve the required sight distances it will be necessary to remove 10 on-streetparking spaces on the northern side of North Parade. The loss of these on-street car parks ismore than compensated by the new car parking building.In order to reduce what construction impacts may occur, provide safe pedestrian movementsand to allocate parking areas for the construction workers it is recommended that atemporary traffic management strategy is prepared.CCPP-0843-RW-7291-F.docx Page 2 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment2. IntroductionIn November 2008, Transport Construction Authority (TCA), then known as TransportInfrastructure Development Corporation (TIDC), was directed by the NSW State Governmentto assess and build commuter car parking at various train stations within the Greater SydneyMetropolitan Region including the Blue Mountains, Central Coast and Illawarra regions.The CCPIP resulted from a number of key Government transport strategies and policesincluding the Metropolitan Strategy 1 , the Metropolitan Transport Plan and the NSW StatePlan (2006).The first tranche of commuter car parks are either in construction or have been completed.More recently, as part of the Metropolitan Transport Plan (2010), a further five commutercar park locations were identified in Cabramatta, Mount Druitt, Padstow, Rockdale andMortdale.In April 2010, TCA was directed to deliver a number of these new commuter car parks. TCA,the proponent of these commuter car parks, is a public authority under the NSW TransportAdministration Act 1988, with the principle function of developing major transportinfrastructure projects.Preliminary traffic, transport and access reports have been undertaken for a number of thecommuter car parks. These strategic assessments (where undertaken) form part of thedetailed Traffic, Transport and Access Impact Assessment reports.2.1. BackgroundOpus International Consultants have been commissioned by TCA to undertake a Traffic,Transport and Access Impact Assessment (TT&A IA) for the Mt Druitt car park developmentas part of the CCPIP.This assessment investigates the impacts of the new multi-storey commuter car park at theMt Druitt station on the surrounding traffic, transportation and accesses. Once built, themulti storey car park will include 220 +/- 10 car spaces for long-stay commuters.2.2. Site LocationThe car park is proposed to be located on the north west corner of North Parade and MountStreet, as shown in Figure 2-1 below. The car park is approximately 300 metres from theMount Druitt Railway Station and Bus Interchange.1 Department of Planning, Dec 2005CCPP-0843-RW-7291-F.docx Page 3 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentProposed SiteFigure 2–1: Site Location 22.3. MethodologyTo determine the existing traffic and transportation conditions surrounding the station, Opusundertook a number of site visits and surveys to determine traffic and pedestrianmovements and the existing conditions.The traffic, transport and access impact assessment has been developed in accordancewith:Environmental Planning and Assessment Regulation 2000;AUSTROADS Guide to Traffic Management (2009) Parts 2, 3 and 6;State Environmental Planning Policy (Infrastructure) 2007;Mt Druitt Commuter Car Park Stepfair- Samsa Consultants 2010; andCurrent and future road and passenger transport plans.To determine the current intersection traffic volumes and level of service and the potentialimpacts on the intersections from the development proposal the following data wascollected:Opus conducted Origin Destination (O-D) Survey: Tuesday 31 st August 2010 between0600 – 0800 (AM Peak);R.O.A.R Data Ltd undertook traffic counts and turns at 4 intersections: Thursday 2ndSeptember 2010 between 0600 – 0900 (AM Peak) and 1630 – 1930 (PM Peak); andPedestrian Departure Surveys were performed by Opus: Wednesday 8th September2010 between 1700-1900 (PM Peak).Sydney Coordinated Adaptive Traffic System (SCATS) Intersection Diagnostic Monitorsfor Mount Street & North Parade signalised intersection2 Source: NSW Land and Property Management Authority - Ausimage © SKM 2008CCPP-0843-RW-7291-F.docx Page 4 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentFrom the above surveys an intersection analysis has been performed on key intersections ofpotential conflict using the SIDRA modelling software package. The intersection layouts werebuilt based on the aerials of the area, calibrated against the traffic volumes observed on siteand validated against the queues. SCATS IDM‟s were used to determine the phasing patternand cycle times at the controlled intersections wherever the data was available. This ensuredthat accurate and fit for purpose models were built and used in this assessment.The intersections modelled were:Jirrang Close / North Parade;Mount Street / North Parade;Sherbrooke Street / North Parade; andLuxford Street / Mount Street.The intersection modelling process and analysis is further described in Sections 3 and 5.2.4. Scope of the ReportThe content of report is structured as follows:Section 3: Describes the site characteristics, regional transportation significance andanalyses current transport movements and trends;Section 4: Describes the proposal and the designs current concept design features;Section 5: Explains the impacts from the proposal on the surrounding road network,pedestrians, passenger transport, kiss & ride and park & ride commuters. SIDRA modelsof the key surrounding intersections are analysed and described to support identifiedimpacts;Section 6: Explains the impacts from the construction of the proposal on thesurrounding road network, pedestrians, passenger transport, kiss & ride and park & ridecommuters; andSection 7: Concludes the findings of the traffic, transport and access assessment andthe proposals operational and construction impacts on local accessibility. Potentialmitigation measures are recommended to reduce these impacts, as required.2.5. Consultation UndertakenOpus has undertaken consultation with the RTA and Council authorities to determine specifictraffic issues in the area.The RTA has provided feedback to Opus via email on the 10 th September 2010, theyrequested further consultation if any changes are proposed to the traffic signals at thefollowing intersections:Mount Street and North ParadeMount Street and Luxford RoadThe RTA also suggested that because the Mount Druitt commuter car park is on the localroad network, the Local Councils should be consulted about the proposal.Opus met with two Blacktown City Council officers on site on the 30 th of August to discussthe proposal, potential issues and mitigation.CCPP-0843-RW-7291-F.docx Page 5 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment3. Existing Conditions3.1. The SiteThis section details the existing land use and transportation conditions within andsurrounding the site, including current access routes to the site, station and businterchange. The current intersection and traffic conditions and observations are alsodescribed.The proposed multi storey car park for 220 +/- 10 car spaces is located on the corner ofMount Street and North Parade in Mount Druitt, which is a regional centre of WesternSydney. The site is within 300 metres of the Mount Druitt Railway Station and BusInterchange making this a suitable location for a commuter car park.The site area is approximately 4625m 2 and is currently a disused site containing a partiallydemolished building and car park.The car park is situated within the commercial district of Mount Druitt between two majorshopping centres. One of the two shopping centres, Westfield, has parking spaces over 5hectares in area. Amongst commercial office blocks the car park is adjacent to the local LawCourts (to the west), local CentreLink offices (to the north), a TAFE campus (on the northernside of Mount Street), and a public swimming pool & leisure centre further north. Mt DruittHospital is approximately 500m from the proposed car park site.Figure 3-1 shows the sites proximity to the Railway Station and Bus Interchange, taxi ranks,kiss & rides, schools and Mt Druitt Hospital.Figure 3–1: Major Transportation links and roads surrounding the proposed CCP 33 Source: NSW Department of Lands – Sydney Regional Road Directory © Lands 2006CCPP-0843-RW-7291-F.docx Page 6 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment3.2. Mount Druitt and SurroundsThe suburb of Mount Druitt is located within the Blacktown City Council Local GovernmentArea. It mainly consists of low density housing, some light industrial & manufacturing areasand two retail districts near the railway station, as shown in Figure 3-2. There is very littlemedium density housing and no high density housing in Mount Druitt.There are no major developments currently planned in the area.Commercial: ManufacturingResidentialCommercial: RetailMulti-UseRailwayStationProposedSiteSITEFigure 3–2: Land use in e Mount Druitt 4The 2006 census counted 13,857 residents tin Mount Druitt and is forecast to have apopulation of 15,276 in 2011 5 . Mount Druitt‟sipopulation has a high migrant composition.aThe labour force there has a large portion inlblue collar work. Unemployment in Mount Druittis amongst the highest in Sydney at 6.6% compared to 3.8% of Sydney in 2001. 6The area is often characterised by, high crime rate, high rate of graffiti and vandalism, andnight time safety concerns. These are factors are to be considered in the overall design andmanagement of the proposed car park.3.3. Regional Transport SignificanceResidnThe proposed car park site is within an area of regional transport significance, particularly,as much of the western Sydney region is not well serviced by public transport.Mount Druitt remains a key transit hub within the surrounding area in line with NSWDepartment of Planning‟s City of Cities, 2005 to become a major transit centre.4 Source: NSW Department of Lands - Ausimage © SKM 20085 ID Consulting, 2007, Blacktown City Council: Population and household forecast6 Blacktown City Council, 2007, Blacktown City: Social Plan, (Australian Bureau of Statistics)CCPP-0843-RW-7291-F.docx Page 7 of 46Status: Final CDR

Transit services provided at Mount Druitt include:Frequent rail service to Sydney CBD, and Parramatta CBD;Frequent bus services;Park & ride facilities; andKiss & ride facilities.Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe catchment area of Mt Druitt for buses, park & ride and kiss & ride as revealed inCompendium of CityRail Travel Statistics, 2010 and from Opus‟ commuter origin destinationsurvey extends up to 7 Km.The proposed commuter car park is consistent with the NSW Government‟s MetropolitanStrategy and further validates the requirement for more availability of formal commuterparking spaces.3.4. Vehicle AccessMount Druitt and the surrounding suburbs are bounded by 3 major arterial roads:Great Western Highway: Runs east-west on the southern edge of Mount Druitt.M4 Western Motorway: Also south of Mount Druitt and parallel to Great Western Hwy.M7 Westlink Motorway: Runs north-south on the eastern edge of Mount Druitt.Vehicles accessing Mount Druitt from other regional areas of western Sydney utilise thefollowing routes to access Mount Druitt, as shown in Figure 3-3.Route 1:Route 2:Route 3:Route 4:Route 5:From North: South along Carlisle Avenue, and east along North Parade;From North/West: East along Luxford Road, south along CarlisleAvenue, and east along North Parade;From South: Great Western Hwy then north along Carlisle Avenue andeast along North Parade;From North/East: South down Luxford Road and Mount Street; andFrom East: West along North Parade.CCPP-0843-RW-7291-F.docx Page 8 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentRoute 1Route 2Route 4Route 3Route 5Figure 3–3: Key Vehicle Routes 73.5. Rail Station and Bus Interchange and ServicesMount Druitt railway station services the Western Line on the CityRail suburban network.Additionally there is one service during peak hour that services the intercity Blue Mountainsline.A bus interchange is located at the Mount Druitt railway station (as shown in Figure 3-4)where bus services provide feeder service to and from the railway station to the surroundingsuburbs. The bus interchange is operated by two private bus companies, Westbus andBusways. Mount Druitt is a major hub for buses of both operators. Between the two, over 17routes are operated from the interchange.Some routes from Mt Druitt extend to other major regional centres, providing inter-regionalservices as well as feeder services.Refer to section 3.5.1 for details of bus routes.The operation of the bus interchange is an important aspect of Mount Druitt as a regionaltransit centre. As buses travel to and from the interchange at frequent intervals, theproposed car park needs to ensure the interchange‟s operation is not hindered.7 Source: NSW Land and Property Management Authority © Lands 2007CCPP-0843-RW-7291-F.docx Page 9 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentKEY: Commuter Car Park: Bicycle Locker: Kiss & Ride TAXI : Taxi rank: Bus Interchange TAXIFigure 3–4: Mount Druitt transport interchange map 8From Mount Druitt station, CityRail provides 6 services per hour to the city during themorning peak while during the off-peak periods 4 services per hour are provided. FromMount Druitt it takes 48 minutes (limited service) to 65 minutes (all-stops service) commuteto Sydney CBD, and 20 (limited service) to 29 minutes (all-stops) to Parramatta CBD. 9Likewise during the afternoon peak, 6 services per hour arrive from the city and 4 servicesper hour during off-peak.Figure 3-4 shows the facilities provided at and surrounding the rail station, including:Taxi ranks near the station;Bicycle lockers;Kiss & ride ranks; andCommuter parking.Currently, the station is attended by RailCorp staff during hours of operation.8 Source: Transport NSW, 20109 RailCorp, NSWCCPP-0843-RW-7291-F.docx Page 10 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment3.5.1. BusesBuses are observed running frequent services around Mount Druitt. Latest route maps fromBusways and Westbus dated 2009 show buses taking the routes as shown in Figure 3-5.ProposedSiteFigure 3–5: Bus routes 10As shown above, the bus routes coincide with the major access and egress routes in and outof Mount Druitt. It is likely that commuters using the proposed car park will share the sameroutes as the buses.Both local feeder services and inter-regional services are provided by the two bus operatorsfrom Mount Druitt Interchange.Feeder bus services to and from Mount Druitt Interchange services all suburbs within 7kmfrom Mount Druitt, those suburbs include:Willmot, Ropes Crossing (e.g. route 759)Bidwill (761)Herbersham, Oakhurst (754)Hassall Grove (757)Tregear (758)Whalan (780)Rooty Hill, Plumpton (756)Oxley Park (774)Colyton (771)St. Clair (776)Erskine Park (775)Services to major regional centres are also provided from the interchange. Destinationsinclude: Penrith (route 770), Blacktown (route 750), and Windsor (route 674).The catchment area for buses from Mount Druitt is the largest catchment area, after Penrith,on the Western Line.10 Source: NSW Land and Property Management Authority © Lands 2007CCPP-0843-RW-7291-F.docx Page 11 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment3.6. Pedestrian and Cycling MovementsMount Druitt is an area of high pedestrian activity. Pedestrians of all ages access the Stationfrom the surrounding retail areas, along with the TAFE campus, two high schools, thehospital and the Rooty Hill RSL Club.In particular TAFE and high school students traverse the proposed car park site‟s streetfrontage; however, the majority of students were observed using the council‟s commuter carpark and CentreLink‟s car park.Of those commuters parked near the site on Mount Street and on the northern side of NorthParade, it was observed that these pedestrians would cross the North Parade in front of thesite, often jaywalking and utilising the median as a refuge. A minority of pedestriansoriginating near the car park site are accessing the station entry on the westbound side ofNorth Parade.Pedestrian movements to and within the bus and rail interchange are well facilitated. Thenetwork of overhead footbridges and the elevated station concourse provides relativelyeffective flow of commuters accessing the station from the site, retail areas, the businterchange, taxis, kiss & ride, and from Beames Avenue on the south. Additionally, thenetwork of footbridges has effectively controlled jaywalking across North Parade.Bicycle racks are provided near the North Parade entry to station. During Opus‟ Origin-Destination survey no cyclists were observed either travelling to the station or using thebicycle rack near the station. These observations are in line with the Household TravelSurvey, 2008/2009 which suggests less than 1% of survey respondents may cycle to MountDruitt station.Mount Druitt currently has cycle ways north of the retail district. These cycle path extends tosuburbs north of Mount Druitt from the town centre and therefore will not be impacted by theoperation of the proposed car park.ProposedSiteFigure 3–6: Existing cycle paths in Mount Druitt 1111 Source: NSW Land and Property Management Authority © Lands 2007CCPP-0843-RW-7291-F.docx Page 12 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment3.7. TaxisA taxi rank for 10 taxis is provided at Mount Druitt station. During most parts of the day, thetaxi rank is usually more than half utilised.3.8. Kiss & RideOutlined in the Household Travel Survey, 2008/2009 (Transport Data Centre, NSW Ministryof Transport), approximately 35% of commuters are being dropped off at the station. This issupported by the O-D survey conducted by Opus.Onsite observation of kiss & ride activity revealed that:The kiss & ride volume is very high and consistent;There is limited space within the kiss & ride ranks and these are quickly filled;Once kiss & ride ranks are filled, drivers are stopping and dropping passengers at:o Mail zones;o Disabled parking areas;o No-stopping zones; ando No-stopping areas in side streets.Large portions of kiss & ride vehicles are performing u-turns at the two roundabouts onNorth Parade, and the two closest roundabouts on Beames Avenue; andU-turning traffic on North Parade is re-circulated back around and is often intersectingwith other kiss & ride traffic and buses.The kiss & ride ranks on North Parade are between the two roundabouts mentioned above.The roundabout to the west of the kiss & ride ranks provides bus access to the interchange.3.9. Park & Ride3.9.1. Available Commuter ParkingWithin the surrounding areas of the Mount Druitt railway station, there are large amounts ofboth off-street and on-street parking available.Commuters are currently provided with approximately 280 free angled off-street parkingspaces adjacent to the rail corridor by RailCorp along both Beames Avenue and NorthParade. Blacktown City Council provides commuters with over 90 free spaces in their offstreetcommuter car park accessed via Jirrang Close. Furthermore, the Blacktown CityCouncil provides unrestricted on-street parking in most of the surrounding streets.In addition to the above 370 off-street commuter parking spaces provided by RailCorp andBlacktown City Council, there are also 450 on-street unrestricted parking spaces availablewithin 350 metres of the station. These on-street and off-street parking spaces are shown onFigure 3–7 and further details of commuter parking locations are described below in 3.9.2.St Patrick‟s Tavern, nearby the station, provides all-day paid parking for commuters in theircar park which is over 8,000 square metres in area. This car park remains under utilised.Currently, the parking rate is $5 per day.It is noted that Westfield shopping centre across the street from the station provides over 5hectares of free parking. Despite these spaces being reserved for shoppers, it is anticipatedthat the spaces in Westfield‟s car parks are commonly used by commuters.3.9.2. Park & Ride CommutersPark & ride commuters were observed to begin parking on the streets and in car parksstarting before 0600 closest to the station. As time progressed, the parking spaces are filledCCPP-0843-RW-7291-F.docx Page 13 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessmentconcentrically from the station outwards. From observation, it appeared the car spaces onthe southern side of the rail lines filled quicker than those on the northern side.Also shown in Figure 3–7 are the parking areas currently available within 200m and 400mradius of the rail station. It was observed that by 0630 all available on-street and public carparks spaces within 200m radius (yellow arc) were filled and by 0830 these parking spacesout to the 400m radius were filled (blue arc).Off-street parkingOn-street parkingOn-street parking3.10. Commuter Origins and DestinationsFigure 3–7: Commuter parking in Mt Druitt 12This section of the report reviews the origin destination survey, travel patterns and kiss &ride statistics obtained from Transport NSW Department - Bureau of Transportation Statistics(formerly the Transport Data Centre) and from the origin destination survey performed byOpus. The following provides an overview of the data sets, travel patterns identified origin ofpark & ride and kiss & ride commuters to the station.The data sets used to gather the existing conditions includes:Compendium of CityRail travel statistics (2010)The Compendium of CityRail Travel Statistics is produced by RailCorp as a reference manualfor commonly quoted statistics used for commuters using the rail network. The reportprovides a comprehensive summary identifying the volume of commuters arriving at thestation throughout a 24 hour period.TransFigures (2006)Transfigures produced by the then Transport and Population Data Centre of the Departmentof Planning (now Transport Data Centre, Transport NSW) provides summary information from12 Source: NSW Department of Lands - Ausimage © SKM 2008CCPP-0843-RW-7291-F.docx Page 14 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentHousehold Travel Survey conducted by the then Department of Transportation over fiveyears to 2005 of rail commuters, their origin and destination and modes of transport.Origin Destination (O-D) SurveyO-D survey was conducted in Mount Druitt by Opus on Tuesday 31 st August during themorning peak period from 0600 to 0800. The surveys were conducted on both northern andsouthern entries to the railway station, 90 randomly selected commuters accessing theNorth Parade and Beames Avenue station entrances were surveyed.The survey is included as Attachment 1 and was aimed at determining key travel informationsuch as:The mode of transport used to access the station;Access routes to station; andLikelihood of commuters using the new car parks.3.10.1. Travel Flows of CommutersInformation gathered from the O-D survey determined the travel routes and the proportion ofcommuters using those routes to access the station. Figure 3-7 indicates the four mainaccess routes to the site and the proportion of the traffic that use these routes in the AM andPM peaks.2%12%43%4%35%Figure 3–8: Traffic Flows 133.10.2. Analysing Kiss & Ride Traffic13 Source: NSW Land and Property Management Authority © Lands 2007Three kiss & ride sites are currently operating at the Mount Druitt station; on each side of thestation, near North Parade and Beames Avenue entrances.The O-D survey suggests that kiss & ride commuters arriving on the North Parade entries ofthe station are mostly travelling along Mount Street and turn right onto North Parade. TheCCPP-0843-RW-7291-F.docx Page 15 of 46Status: Final CDR4%

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessmentkiss & ride commuters on the southern entry are mainly travelling via Carlisle Avenue andturning right onto Beames Avenue.3.10.3. Predicted Modal ShiftThe origin destination survey reveals that some commuters accessing the station by walking,bus or kiss & ride are likely to shift to park & ride if additional parking spaces are moreconveniently accessible and readily available. The origin destination survey reveals that:67% (22 out of 33) of those who were surveyed and arrived at the station via kiss & ridewould park and ride if more parking spaces were available;Of those who arrived via kiss & ride from the south, 75% (4 out of 5) are willing tochange to park & ride; andOf those who arrived via kiss & ride from the north, 62% (13 out of 21) are willing tochange to park & ride.Table 1: Mode of Transport and Those willing to use Car Park from O-D surveyMode of Transport Current May Use Proposed CCPActualSurveyedPercentage oftotal surveyedCommutersWilling to UsePercentageWalk 2 2% 2 100%Bus 2 2% 2 100%Park and Ride 53 59% 44 83%Kiss and Ride 33 37% 22 67%3.11. Traffic Intersection Performance3.11.1. Vehicle Turning Counts & Queue SurveysFour intersections were identified as requiring further investigation into the effects of the carpark, as shown in Figure 3–9. These intersections were selected from studying highly utilisedroutes in Opus‟ origin destination survey.The weather during the survey was cloudy and the surveys were carried out by R.O.A.R. DATALtd from 0600-0900 and 1630-1930. They recorded classified turning counts, as well asvehicle queuing data at the following intersections:I. North Parade / Mount Street;II. North Parade / Jirrang Close;III. Luxford Road / Mount Street; andIV. North Parade and Sherbrooke Street.Beyond these four intersections, the traffic from the proposed car park would havesufficiently filtered through, or have entered major thoroughfares with high traffic capacity. Ifthe four intersections modelled are found to be performing satisfactorily, it is safe to assumethat the impacts from the car park traffic will be insignificant further beyond the study area.It remains to be noted that the car park is proposed for only 220+/-10vehicles to arrive anddepart from once a day, which is a comparatively small number of movements compared tothe background traffic volumes.CCPP-0843-RW-7291-F.docx Page 16 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentKEYProposed Car Park:IntersectionsInvestigated:Possible FurtherInvestigations:Figure 3–9: Intersections ModelledIn each of the following tables the peak hour in each summary period has been identified.Heavy commercial vehicles (HCV) flows are shown in brackets.I. Mount Street and North ParadeMount Street and North Parade intersection is a signalised junction. The eastern approachhas a dedicated bus lane, a through lane and a right turn bay. The other two approaches areboth two lanes. It was observed that in both the western and the northern approaches, dueto the nearside lanes being used as parking, only the far side lane was utilised by drivers.Table 1 includes the peak vehicle volumes at the Mount Street and North Paradeintersection.CCPP-0843-RW-7291-F.docx Page 17 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTable 2: Peak Traffic Volumes – North Parade / Mount Street IntersectionApproach Movement Vehicles per hour in the AM and PM periodsApproach 1:North Parade (E)0800 – 0900 1630-1730Through 237 (13) 356 (11)Right 87 (0) 79 (0)Approach 2:Mount Street (N)Approach 3:North Parade (W)Left 175 (1) 94 (0)Right 199 (6) 231 (2)Left 215 (6) 333 (6)Through 435 (11) 388 (9)II.North Parade and Jirrang CloseThe roundabout at Jirrang Close is a small one lane roundabout. It was observed on site thatmost traffic on this roundabout is through traffic onto North Parade. The traffic using theroundabout to access Jirrang Close were mainly vehicles accessing the existing council‟scommuter car park in Jirrang Close, the medical centre or St Patrick‟s tavern.This roundabout has a high portion of u-turns being performed. Most of the vehicles u-turning are accessing the kiss & ride at the station. Typically the vehicle would make themake the u-turn then drop their passengers on the westbound side of North parade. But itwas still common to find that passengers were dropped off on the eastbound side of NorthParade then u-turned at the roundabout to return back westward.Table 2 includes the peak vehicle volumes at the North Parade and Jirrang Closeintersection.Table 3: Peak Traffic Volumes – North Parade and Jirrang Close IntersectionApproach Movement Vehicles per hour in the AM and PMperiods0800 – 0900 1630-1730Approach 1:North Parade (E)Approach 2:Jirrang Close (N)Approach 3:North Parade (W)Through 430 (19) 488 (12)Right 73 (0) 75 (1)Left 23 (0) 132 (0)Right 21 (0) 104 (1)Left 62 (0) 60 (0)Through 667 (17) 572 (16)III.Luxford Road and Mount StreetThe Luxford Road and Mount Street intersection is a three-way signalised junction. Botheastern and southern approaches are two lane approaches. The western approach has anadditional 110m long right turn bay. It was noted that the left lane on the eastern approachCCPP-0843-RW-7291-F.docx Page 18 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessmentis both a through and left turn lane. Due to parking beyond the intersection, significant rightlane bias was observed at this approach.Table 3 includes the peak vehicle volumes at the Luxford Road and Mount Streetintersection.Table 4: Peak Traffic Volumes – Luxford Road and Mount Street IntersectionApproach Movement Vehicles per hour in the AM and PM periodsApproach 1:Mount Street (S)0800 – 0900 1630-1730Left 84 (1) 342 (0)Right 142 (6) 315 (5)Approach 2:Luxford Road (E)Approach 3:Luxford Road (W)Left 190 (6) 91 (2)Through 503 (1) 947 (3)Through 556 (3) 723 (1)Right 190 (2) 99 (0)IV.North Parade and Sherbrooke StreetThe North Parade and Sherbrook Street intersection is a three-way give-way posted T-junction. The Sherbrook Street approach is the give way approach and North Parade thethrough traffic.As revealed in the origin destination survey, this intersection is not as highly utilised toaccess the Mount Druitt Station as the previous three intersections. As a result it was alsoobserved that this intersection did not have any major traffic issues.Each approach to this junction is a single lane. However, the lanes on North Parade are wideenough for through traffic to overtake left turning cars going eastbound and undertake rightturning cars going westbound as was observed to occur.Sherbrooke Street approach lane is also wide enough to accommodate both left turning andright turning vehicles simultaneously.Table 4 includes the peak vehicle volumes at the North Parade and Sherbrooke Streetintersection.CCPP-0843-RW-7291-F.docx Page 19 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTable 5: Peak Traffic Volumes – North Parade and Sherbrooke Street IntersectionApproachApproach 1:North Parade (E)Approach 2:Sherbrooke Street (N)Approach 3:North Parade (W)MovementVehicles per hour in the AM and PM periods0800 – 0900 1630-1730Through 129 (6) 99 (5)Right 63 (2) 25 (0)Left 145 (4) 44 (0)Right 395 (6) 298 (5)Left 224 (6) 357 (4)Through 125 (6) 117 (6)CCPP-0843-RW-7291-F.docx Page 20 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment4. Proposed DevelopmentThe proposed car park is a two level structure with 220+/- 10 car spaces, including 8disabled parking spaces. It is proposed to have 118 parking spaces on the first floor with theremaining on the ground floor.The design includes a single entrance and exit to the car park located on North Parade. Theentry and exit is to be a left in and left out only onto North Parade due to the existing medianprohibiting right turn movements. The entrance/exit is located on the western boundary tomaximise the distance between the entrance/exit and the intersection of North Parade andMount Street.The proposal includes two pedestrian accesses, one to the south of the site onto NorthParade and the other to the north east onto Mount Street.The proposed plans have been developed by DEM Architect in accordance with Australianstandards and guidelines and an independent safety audit has been undertaken. The latestplan is shown in Figure 4-1. Urban design has also been undertaken for the development toensure a pedestrian friendly environment near the vicinity of the car park, and to alleviateconcerns of personal safety in the area. The proposed car park is designed witharchitectural, landscaping and urban design features to increase passive security particularlyafter dark, for example a wide entrance opening onto the street frontage.CCPP-0843-RW-7291-F.docx Page 21 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentFigure 4–1: Concept design of car park by DEM ArchitectsCCPP-0843-RW-7291-F.docx Page 22 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment5. Potential Operation ImpactsThis section focuses on the potential traffic, transportation and access impacts that mayarise from the operation of the multi-storey car park at Mount Druitt.5.1. Traffic Conditions and Intersection PerformanceSIDRA models were used to estimate existing and future intersection Level of Service (LOS)and average delays by taking into account the traffic generated by the proposed multi-storeycar park. In order to assess the “worst case scenario”, the peak hour arrival/departurevolumes for the car park were modelled on top of the respective network peak hour volumes.Additionally, because the number of car spaces to be included in the development could be220+10=230, it was appropriate to model and assess the impact based on the largest likelynumber of spaces (230) to cover the worst case scenario. This worst case scenario wasfurther emphasised by the exclusion of any potential modal shift from existing trips.The commuter arrival/departure peak hours modelled were 0700-0800 and 1800-1900.The network peak hours were between 0800-0900 during the AM Peak and 1630-1730 forthe PM Peak. The network peak hours modelled were selected as the periods in which themost traffic was observed. The commuter peaks are the periods in which most of the carpark traffic is expected to arrive and depart and is based on the surveys undertaken.Although in reality these two peak periods do not coincide, it was used to ensure that thesurrounding intersections could cope with the additional traffic that may be generated fromthe proposed car park.Intersection performance is quantified as a LOS, which is an index of the operationalperformance of average traffic delays based on the NSW RTA‟s definition, as shown in Table6 below.Table 6: Level of Service DefinitionsLevel of Service (NSW RTA Definition) Average Delay per Vehicle(seconds)A < 14.5B 14.5 ≤ 28.5C 28.5 ≤ 42.5D 42.5 ≤ 56.5E 56.5 ≤ 70.5F ≥ 70.5Section 5.1.1 outlines the likely impact from the car park on the site entrance andsurrounding intersections, including impacts on traffic volumes and queue lengths.SIDRA models have been developed and analysed for the following scenarios:I. Existing Condition – Do Minimum (Do Min); andII. Option – Mt Druitt Car Park.The SIDRA outputs are included in Attachment 2.For intersection modelling purposes it is assumed that 65% (150 cars) of the car park trafficwill arrive during the morning peak hour and 62% (143 cars) of the car park traffic will departin the evening peak hour as per the origin destination data. Figure 5-1 shows the predictedAM peak traffic volumes and Figure 5-2 shows the PM peak.CCPP-0843-RW-7291-F.docx Page 23 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentProposedSiteFigure 5–1: Predicted Traffic Volumes - AM peakProposedSiteFigure 5–2: Predicted Traffic Volumes - PM peakCCPP-0843-RW-7291-F.docx Page 24 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe models have been calibrated to the observed queue data onsite. Any parameters thathave been changed within the model have been highlighted. The following assumptions weremade in the SIDRA models:The network peak hour volumes were modelled as the Do Minimum models;The SCATS data for the Luxford Road / Mount Street intersection was unavailable andas such, the phasing has been modelled based on site data and the signal timingsoptimised in order to produce the observed onsite queues; andThe SCATS data for the North Parade / Mount Street intersection was used to model thisintersection for the Base Model before being optimised to model the Do Minimummodel, against which the car park impacts were modelled.5.1.1. Intersection Assessment and MitigationThe intersections were assessed using the NSW RTA standards. The queue lengths andaverage approach delays were also used in our assessment. The intersections modelledwere:I. North Parade Site Entrance/ North Parade;II. Mount Street / North Parade;III. Jirrang Close / North Parade;IV. Sherbrooke Street / North Parade; andV. Luxford Street / Mount Street.It was found through our assessment that there was no need for any mitigation measures tobe carried out relating to operation or capacity of the intersections.The effects of the Mount Druitt car park on the wider network were within acceptable levelsas discussed below.I. North Parade Site Entrance/ North Parade IntersectionThe intersection modelled within SIDRA is shown in Figure 5-3.The modelling indicates that there will be no operational problems with the Mt Druitt car parkentrance with the only queue occurring during the PM Peak due to vehicles exiting the carpark. This is shown in Table 7.CCPP-0843-RW-7291-F.docx Page 25 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentAM PEAKPM PEAKFigure 5–3: Site Entrance / North Parade Intersection Lane LayoutTable 7: North Parade Site Entrance / North Parade IntersectionApproach 1:(E)North ParadeApproach 2: (N) NorthParade Site EntranceApproach 3: (W)North ParadePeriod AM PM AM PM AM PMDelay (s)LOSQueue (m)Do Min - - - - - -Option - - 0 13 1 0Do Min - - - - - -Option - - A A A ADo Min - - - - - -Option - - 0 10 0 0II.Mount Street/ North Parade IntersectionThe intersection modelled within SIDRA is shown in Figure 5-4. Table 8 shows that with theexisting layout, the eastern and western approaches operate with LOS A or B during bothpeaks. While the northern approach operates with LOS B during the AM Peak and C duringthe PM Peak indicating that the intersection currently operates within acceptable levels.The roadside parking along the eastern approach is recommended to be completelyremoved when the construction of the car park has been completed in order to improve thesight distance at the car park entrance and to improve safety. As part of this study, theroadside car parks have been removed in the option models to reflect this.The option model predicts a less than minor increase in delays and queue lengths at theMount Street / North Parade intersection during the AM Peak, while the operation of theintersection is predicted to improve during the PM Peak due to the removal of the roadsideparking. Although there are less than minor increases in the delays and queues during theAM Peak, each approach still operates with the same LOS as in the existing intersection, andas such, there are no issues at the Mount Street / North Parade intersection.CCPP-0843-RW-7291-F.docx Page 26 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe Mount Street / North Parade Do Min models were calibrated against the observedvehicle queue lengths, although the queue lengths are heavily dependent on where vehiclespark, especially how close to the intersection they park. The modelled queues for thewestern approach were longer than those observed on site when parked vehicles weremodelled close to the intersection, especially during the PM Peak.For the option testing, the roadside parking on the western approach was removed whichhad the effect of reducing the modelled queues to reflect the queues observed on site. Asthis is a „worst case‟ assessment, the Do Min analysis was performed using the shortest laneconfiguration, which may not match up with onsite observations as noted in the PM Peak.Do Min LayoutOption LayoutFigure 5–4: Mount Street/ North Parade Intersection Lane LayoutTable 8: Mount Street/ North Parade IntersectionApproach 1: (E)North ParadeApproach 2: (N)Mount StreetApproach 3: (W)North ParadePeriod AM PM AM PM AM PMDelayLOSQueueDo Min 8 10 24 30 12 15Option 9 9 25 24 13 12Do Min A A B C A BOption A A B B A ADo Min 5 6 7 9 10 16Option 5 6 9 7 10 9The SCATS signal phasing (as supplied by RTA and shown in Figure 5–5: ) was adopted forthis intersection. The average cycle times used in the Base model used the average signaltimings as per the SCATS data. The signal timings were then optimised by SIDRA and usedas the basis for the Do Min option, against which the option model was compared.CCPP-0843-RW-7291-F.docx Page 27 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentFigure 5–5: Mount Street / North Parade Phasing DiagramIII.Jirrang Close / North Parade IntersectionThe intersection modelled within SIDRA is shown in Figure 5-6. Table 9 illustrates that theexisting intersection layout does not suffer from any operational issues as every approachoperates with a LOS A.The Jirrang Close / North Parade intersection is predicted to operate at similar levels as itcurrently operates at with the inclusion of the Mt Druitt car park. As with the previousintersections, there is predicted to be less than minor increase in delays and queue lengthsleading to the northern Jirrang Close approach operating with a LOS B in the option modelcompared to the LOS A in the Do Min model. This is due to the additional 73 vehiclestravelling from the north and east u-turning at this roundabout, which in turn delay thevehicles on the northern approach. This demonstrates that the proposed Mt Druitt car parkwill have an acceptable impact on the Jirrang Close / North Parade roundabout, even withadditional vehicles u-turning to access the car park.The Jirrang Close / North Parade roundabout was calibrated against the observed vehiclequeues. The model showed the SIDRA queues approximately matched the survey queueswith the exception of the Jirrang Close north approach in the PM Peak which was lighter by 5vehicles.CCPP-0843-RW-7291-F.docx Page 28 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentFigure 5–6: Jirrang Close / North Parade Intersection Lane LayoutTable 9: Jirrang Close / North Parade IntersectionApproach 1:(E)North ParadeApproach 2: (N)Jirrang CloseApproach 3: (W)North ParadePeriod AM PM AM PM AM PMDelayLOSQueueDo Min 6 6 12 11 6 6Option 6 6 13 11 7 6Do Min A A A A A AOption A A B A A ADo Min 23 33 3 17 39 34Option 28 33 4 17 54 34IV.Sherbrooke Street/ North Parade IntersectionThe intersection modelled within SIDRA is shown in Figure 5-7. Table 10 shows that theexisting intersection layout is adequate as all the approaches bar one operate with a LOS A,while the northern approach operates with a LOS B during the AM Peak.The modelling indicates that there will be an average of 2 seconds delay for the vehicles onthe Sherbrooke Street approach during the AM Peak. Other than this, the models predictthat the Sherbrooke Street / North Parade Intersection will operate the same with the MtCCPP-0843-RW-7291-F.docx Page 29 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentDruitt car park constructed. This demonstrates that the Mt Druitt car park will havenegligible impacts on the Sherbrooke Street / North Parade intersection.Calibration of the Sherbrooke Street / North Parade was done against the observed queuedata from the surveys. The queues in the SIDRA models were light during the AM Peak by 5vehicles, while the PM Peak modelled queues approximately matched the survey queuelengths.Figure 5–7: Sherbrooke Street/ North Parade Intersection Lane LayoutTable 10: Sherbrooke Street/ North Parade IntersectionApproach 1:(E) NorthParadeApproach 2: (N)SherbrookeApproach 3: (W)North ParadePeriod AM PM AM PM AM PMDelayLOSQueueDo Min 4 3 13 12 3 5Option 4 3 14 12 3 5Do Min A A B A A AOption A A B A A ADo Min 7 5 46 26 0 0Option 7 5 48 26 0 0CCPP-0843-RW-7291-F.docx Page 30 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentV. Luxford Road / Mount Street IntersectionThe intersection modelled within SIDRA is shown in Figure 5-8. Table 11 illustrates that theLuxford Road / Mount Street intersection operates within capacity, with the southernapproach operating with the worst LOS of C with the existing layout.It is predicted that the Mt Druitt car park will cause a less than minor increase in delays tothe Luxford Road / Mount Street intersection. It should be noted that the model forecasts areduction in the average delay but an increase in queue length for the southern approachduring the PM Peak. This is due to an increase in the left turning traffic being modelled,which influences the average delay due to the left turning vehicles experiencing less delaythan the right turning vehicles and as such, causing the average approach delay to reducedespite an increase in vehicles. Other than this anomaly, the intersection is predicted tohave a LOS B or better even with the Mt Druitt car park illustrating that the car park hasnegligible impacts on the operation of this intersection.The Luxford Road / Mount Street intersection was calibrated using the vehicle queue datafrom the surveys. The SIDRA queues approximately matched the observed queuesdemonstrating that the models are fit for purpose models.Figure 5–8: Luxford Road / Mount Street Intersection Lane LayoutCCPP-0843-RW-7291-F.docx Page 31 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTable 11: Luxford Road / Mount Street IntersectionApproach 1:(S)Mount StreetApproach 2: (E)Luxford RoadApproach 3: (W)Luxford RoadPeriod AM PM AM PM AM PMDelayLOSQueueDo Min 23 29 24 18 16 12Option 25 27 23 20 16 13Do Min B C B B B AOption B B B B B ADo Min 37 82 83 111 54 56Option 40 92 89 115 57 56The SCATS data for the Luxford Road / Mount Street intersection was unavailable and assuch, the phasing sequence was modelled based on onsite observations. The signal timingswere optimised by SIDRA which gave the queue lengths observed on site which is what themodel was calibrated against. The phasing diagram for the intersection is shown in Figure 5–9:Figure 5–9: Luxford Road / Mount Street Phasing Diagram5.2. Other IntersectionsFollowing intersections were proposed to be investigated if the four intersections nearest tothe proposed site were adversely impacted by the car park:Sherbrooke Street & Francis Road;Kurrajong Avenue & Carlisle Avenue;Carlisle Avenue & Luxford Road; andOxford Lane & North Parade.CCPP-0843-RW-7291-F.docx Page 32 of 46Status: Final CDR

5.3. ParkingMount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentAs intersections closer to the proposed car park are shown not to be impacted by the carcommuter car park traffic, it has been concluded that the proposed car park traffic will nothave any tangible impact on the operation of these additional intersections. This issupported by the Origin - Destination surveys which show the commuter car park trafficthrough these intersections is not expected to be significant. Therefore only a negligibleimpact is expected to the intersections listed above.The proposed development will result in the provision of 220+/-10 parking spaces. Theincreased car parking availability within the site will allow commuters to park closer to thestation then they may currently.The origin destination survey revealed that some commuters accessing the station bywalking, bus or kiss & ride are likely to shift to park & ride if additional parking spaces aremore conveniently accessible and readily available.On the northern side of North Parade the current on-street car parking will restrict sightdistances to the proposed car park entrance and exit. In order to achieve the required sightdistances it will be necessary to remove on-street parking spaces on the northern side ofNorth Parade between Jirrang Close and Mount Street. The loss of these on-street car parksis more than compensated by the new car parking building providing a net gain of 210spaces.As part of the proposed development, 7 disabled spaces are proposed in the car park. Afurther 4 disabled spaces are proposed in addition to the existing 3 disabled spaces near thestation. As the existing site currently provides no disabled spaces and no existing disabledspaces near the station are being removed, a net gain of 11 disabled parking is created inMount Druitt.The concept design by DEM Architects locates the disabled parking spaces in the car parknearest to the pedestrian access. These disabled spaces are provided with the requiredadditional parking bay width and the minimum surface grades. High quality footpath, rampand lifts currently exist from the site to the station. As the disabled access to the station ismaintained, disabled accesses will not be affected by the proposal.Furthermore, the proposal will not affect vehicular access to the existing disabled spacesnear the station or pedestrian access from those disabled spaces to the station.5.4. Pedestrian and Cyclist MovementsThe median located along North Parade results in the site‟s vehicle access and egress beingvia a left in / left out arrangement. This significantly reduces the potential points of conflictbetween pedestrians and motorists in comparison to a full movement vehicle accessscenario. The footpath adjacent to the frontage of the CCP is wide and clear of kerbsideparking and other obstructions ensuring good visibility for both pedestrians and motorists.Key pedestrian trip generators to the west of the site are the TAFE, Chifley College andLoyola Senior High. The course hours for the TAFE are 0900 to 2130 and Chifley College0830 to 1500 and Loyola Senior High 0820 to 1430. As the expected peak hours for theCCP are 0700-0800 and 1800-1900, the vast majority of vehicle movements to and fromthe CCP will occur outside of existing periods of peak pedestrian flow. This suggests thatconflict between pedestrians and vehicles using the CCP will be minimal.The pedestrian access to North Parade from the CCP is situated to west of the vehicularaccess so that CCP patrons are not required to cross the vehicle access way, reducingpotential conflict between vehicles and pedestrians.CCPP-0843-RW-7291-F.docx Page 33 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe high quality pedestrian footpath and overbridge between the site and the station will notbe altered as part of this proposal and therefore there will be no impact to pedestrianmovements.Currently, a minority of pedestrians are crossing North Parade near the intersection withMount Street. The location of pedestrian access & egress from car park building shouldencourage use of the high quality footpath on north side of North Parade for pedestriansgenerated by CCP. Proposed mitigation measure would be installation of barrier fence in thecentral median on North Parade from Jirrang Close to Mount Street (similar to that closer toStation).The proposed car park will not impact the existing bicycle facilities. The bicycle lockers nearthe station are not being affected by the proposed car park. The car park is not providing anyadditional bicycle facilities over what is currently available in Mount Druitt.Highlighted in the intersection analysis, traffic in Mount Druitt will not be adversely impactedby the operation of the proposed car park. Traffic accessing the railway station, the businterchange and the Mount Druitt retail district will only experience negligible delays and noreduction in LOS. Bicycle traffic, being part of the road traffic in Mount Druitt, will experiencethe same existing LOS after the proposed car park is in commission.5.5. Public Transport, Taxis and Kiss & RideAs the SIDRA modelling revealed the proposal will not cause any delays to traffic at thesurrounding intersections and therefore there will be no impact to taxis, passenger transportand kiss & ride traffic.CCPP-0843-RW-7291-F.docx Page 34 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment6. Potential Construction ImpactsThis section focuses on the potential traffic, transportation and access impacts that mayarise during the construction of the multi-storey car park at Mt Druitt. The impact ofconstruction vehicles on the local road and the surrounding area requires careful trafficmanagement. Mitigation measures and management strategies are also recommended tominimise any impacts to within acceptable levels.The construction of the Mt Druitt multi-storey car park is planned to be completed within 6months of the beginning of construction. The construction traffic generated by thedevelopment of the proposal is estimated to be:1. Demolition phase: 80 trucks over 3 weeks;This equates to up to 6 heavy vehicles per day mid week.2. Excavation phase: 40 trucks over 1 month;This equates to 2 heavy vehicles per day mid week.3. Construction phase: 400 trucks over 4 months.This equates to 5 heavy vehicles per day mid week.This is considered to be a minimal level of construction traffic and will not have a significantimpact on the local road network, passenger transport services, kiss & ride and park & ridetraffic.Consideration should be given to restricting heavy vehicles to major routes to reduce noise,air and traffic volume impacts along local roads. The proposed site is situated within closeproximity to the Great Western Highway and the M7 Motorway. The site is bounded by NorthParade and it is predicted that 85% of the construction vehicles will travel to the site fromthis route. The remaining heavy vehicles are predicted to travel along Mount Street, asshown in Figure 6-1. These proposed routes take into account avoiding sensitive activitiessurrounding the construction site, for example schools and hospitals as listed in Table 12.It is proposed that the construction contractor develops a Construction Traffic ManagementPlan (CTMP) for construction detailing vehicle routes, number of trucks, hours of operation,access arrangements and traffic control measures for construction works. There may be arequirement to restrict working hours between a set time periods to minimise complaintsfrom sensitive receivers. Measures such as pedestrian detours and traffic controllers may beneeded to ensure conflicts between construction traffic and pedestrians are minimisedthroughout the day.Temporary parking for construction and demolition vehicles is proposed to be allocated onthe North Parade frontage of the site. 14 on-street parking spaces are to be reserved forheavy vehicles during construction. These reserved spaces are already being removed toallow for the proposed car park entrance and exit.To date the amount of parking required for construction workers has not been identified,however 820 parking spaces are available within close proximity to the site. Temporarily theconstruction workers parking near the site may reduce the number of parks available forcommuters. This can be addressed within the temporary traffic management strategy byallocating an area for the construction workers to park.The proposal for the car park also includes the construction of additional DDA spaces nearthe station. The scheme proposed at the time of writing, involves minor civil works andrearrangement of existing parking layouts. During construction of this DDA spaces theadjacent North Parade footpath is maintained and road traffic will be unaffected. Thecomplete closure of the car park will not be required thus the existing three DDA spaces willbe available during the staged transitional works. The overall impact of construction ofthese DDA spaces will therefore be minor.CCPP-0843-RW-7291-F.docx Page 35 of 46Status: Final CDR

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentTo M7ProposedSiteTo PenrithM7To M4To ParramattaFigure 6-1: Proposed Heavy Vehicle Routes 14Table 12: Sensitive Sites within 500m of DevelopmentSchoolsMount Druitt PublicColyton PublicRooty Hill PublicRooty Hill HighSacred Heart CatholicChrist Catholic CollegeChiefly CollegeWestern Sydney TAFEHospitals & Other Sensitive SitesMount Druitt HospitalPublic Swimming PoolMount Druitt LibraryDistrict Court HouseClosest Construction RouteLuxford RdCarlisle AvFrancis RdNorth PdCarlisle AvNorth PdNorth PdNorth PdClosest Construction RouteLuxford RdMount StMount StNorth Pd14 Image source: Department of Lands – Sydney regional Road Directory © Lands 2006CCPP-0843-RW-7291-F.docx Page 36 of 46Status: Final CDR

7. Conclusion and RecommendationsMount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentAs part of the CCPIP, TCA is investigating a number of sites, including at Mt Druitt, to improvethe availability of convenient and secure commuter car parking at railway stations toencourage public transport use.This assessment investigates the impacts of the new multi-storey commuter car park at MtDruitt station on the surrounding traffic, transportation and accesses.The proposed car park is a two level structure with 220+/-10 car parking spaces. Becausethe number of car spaces to be included in the development could be 220+10=230, it wasappropriate to model and assess the impact based on the largest likely number of spaces(230) to cover the worst case scenario.It is proposed that a single entrance and exit to the car park be located on North Parade. Theentry and exit is to be left in and left out only onto North Parade due to the existing medianrequiring right turn movements to be prohibited.Findings of the traffic modelling include that the overall LOS of the intersections areexpected to remain on the whole unaffected, with less than minor reductions in theoperational performance of a few approaches to LOS C, but still operating well withincapacity.Mitigation is not required to reduce the impact of the Mt Druitt car park on the wider roadnetwork as the impacts from the proposed car park are within acceptable levels with allapproaches at all the assessed intersections operating at a LOS C or better.There will be no impacts on pedestrians, passenger transport, taxis, kiss & rides in relationto delays and increased travel time and there will be minimal conflict between pedestrianand vehicles.A minority of pedestrians are crossing North Parade near the intersection with Mount Street.The location of pedestrian access & egress from car park building should encourage use ofhigh quality footpath on north side of North Parade for pedestrians generated by CCP. Aproposed mitigation measure would be installation of barrier fence in the central median onNorth Parade from Jirrang Close to Mount Street (similar to that closer to Station).On the northern side of North Parade the current on-street car parking will restrict sightdistances to the proposed car park entrance and exit. In order to achieve the required sightdistances it will be necessary to remove on-street parking spaces on the northern side ofNorth Parade between Jirrang Close and Mount Street. The loss of these on-street car parksis more than compensated by the new car parking building which will provide a net increaseof 200+/-10 parking spaces.The construction traffic generated by the development of the proposal is estimated to be amaximum of up to 6 heavy vehicles per day mid week at its peak during the demolitionphase. This is considered to be a minimal level of construction traffic and will not have asignificant impact on the local road network, passenger transport services, kiss & ride andpark & ride traffic.In order to reduce what construction impacts do occur, provide safe pedestrian movementsand to allocate parking areas for the construction workers it is recommended that aConstruction Traffic Management Plan is prepared.CCPP-0843-RW-7291-F.docx Page 37 of 46Status: Final CDR

Attachment 1: Origin Destination SurveyMount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentCCPP-0843-RW-7291-F.docx Page 38 of 46Status: Final CDR

CCPP-0843-RW-7291-F.docx Page 0 of 46Status: Final CDRMount Druitt Commuter Car ParkTraffic, Transportation and Access Impact Assessment

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentAttachment 2: SIDRA ModelsCCPP-0843-RW-7291-F.docx Page 1 of 46Status: Final

MOVEMENT SUMMARYMt DruittSouthern Car Park Entrance/ExitGiveway / Yield (Two-Way)Site: AM Mt Druitt Car ParkMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hWest: North Pde (W)10 L 148 0.0 0.223 6.4 LOS A 0.0 0.0 0.00 0.78 31.111 T 703 2.4 0.223 0.0 LOS A 0.0 0.0 0.00 0.00 50.0Approach 851 2.0 0.223 1.1 LOS A 0.0 0.0 0.00 0.14 45.1All Vehicles 851 2.0 0.223 1.1 NA 0.0 0.0 0.00 0.14 45.1LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Thursday, 16 September 2010 1:33:09 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mt Druitt CarPark.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittSouthern Car Park Entrance/ExitGiveway / Yield (Two-Way)Site: PM Mt Druitt Car ParkMovement Performance - VehiclesDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageMov ID Turn Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hNorth: Souther Car Park Entrance (N)7 L 141 0.0 0.277 12.8 LOS A 1.4 9.8 0.65 0.90 38.2Approach 141 0.0 0.277 12.8 LOS A 1.4 9.8 0.65 0.90 38.2West: North Pde (W)10 L 1 0.0 0.200 6.4 LOS A 0.0 0.0 0.00 0.92 31.111 T 720 2.2 0.188 0.0 LOS A 0.0 0.0 0.00 0.00 50.0Approach 721 2.2 0.188 0.0 LOS A 0.0 0.0 0.00 0.00 50.0All Vehicles 862 1.9 0.277 2.1 NA 1.4 9.8 0.11 0.15 44.0LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Monday, 13 September 2010 3:48:23 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mt Druitt CarPark.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittNorth Parade / Mount Street IntersectionSignals - Fixed Time Cycle Time = 43 secondsSite: DoMin AM North Pde / MountSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 340 3.8 0.285 3.9 LOS A 4.6 33.0 0.48 0.41 43.86 R 87 0.0 0.336 25.9 LOS B 2.6 18.5 0.94 0.76 29.7Approach 427 3.0 0.336 8.4 LOS A 4.6 33.0 0.58 0.48 39.9North: Mount St (N)7 L 176 0.6 0.590 16.8 LOS B 3.8 26.7 0.70 0.78 34.09 R 205 2.9 0.808 30.9 LOS C 6.6 47.4 1.00 1.00 26.8Approach 381 1.8 0.808 24.4 LOS B 6.6 47.4 0.86 0.90 29.7West: North Pde (W)10 L 221 2.7 0.504 10.2 LOS A 2.9 20.9 0.45 0.70 29.511 T 446 2.5 0.625 12.4 LOS A 9.7 69.3 0.87 0.76 24.4Approach 667 2.5 0.625 11.7 LOS A 9.7 69.3 0.73 0.74 25.9All Vehicles 1475 2.5 0.808 14.0 LOS A 9.7 69.3 0.72 0.71 31.9Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansMov ID DescriptionDemand Average Level of Average Back of Queue Prop. EffectiveFlow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP5 Across N approach 53 15.9 LOS B 0.1 0.1 0.86 0.86All Pedestrians 53 15.9 0.86 0.86Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS B. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Monday, 20 September 2010 11:32:19 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -North Pde v2.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittNorth Parade / Mount Street IntersectionSignals - Fixed Time Cycle Time = 45 secondsSite: Option AM North Pde / MountSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 351 3.7 0.307 4.8 LOS A 5.2 37.8 0.52 0.45 42.86 R 87 0.0 0.351 27.1 LOS B 2.8 19.4 0.95 0.76 29.1Approach 438 3.0 0.351 9.2 LOS A 5.2 37.8 0.61 0.51 39.1North: Mount St (N)7 L 176 0.6 0.587 16.3 LOS B 3.8 26.6 0.67 0.77 34.49 R 268 2.2 0.825 31.4 LOS C 8.6 61.3 1.00 1.03 26.6Approach 444 1.6 0.825 25.4 LOS B 8.6 61.3 0.87 0.93 29.2West: North Pde (W)10 L 221 2.7 0.503 10.0 LOS A 2.9 20.8 0.43 0.70 29.711 T 446 2.5 0.654 14.0 LOS A 10.4 74.3 0.89 0.79 23.1Approach 667 2.5 0.654 12.7 LOS A 10.4 74.3 0.74 0.76 24.9All Vehicles 1549 2.4 0.825 15.3 LOS B 10.4 74.3 0.74 0.74 31.1Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansMov ID DescriptionDemand Average Level of Average Back of Queue Prop. EffectiveFlow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP5 Across N approach 53 16.9 LOS B 0.1 0.1 0.87 0.87All Pedestrians 53 16.9 0.87 0.87Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS B. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Monday, 20 September 2010 11:32:19 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -North Pde v2.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittNorth Parade / Mount Street IntersectionSignals - Fixed Time Cycle Time = 60 secondsSite: DoMin PM North Pde / MountSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 367 3.0 0.295 4.9 LOS A 6.2 44.4 0.46 0.40 42.96 R 79 0.0 0.425 36.0 LOS C 3.4 23.8 0.98 0.76 25.6Approach 446 2.5 0.425 10.4 LOS A 6.2 44.4 0.55 0.46 38.3North: Mount St (N)7 L 94 0.0 0.429 20.2 LOS B 2.7 19.2 0.70 0.72 31.99 R 233 0.9 0.688 33.5 LOS C 8.6 61.0 0.99 0.87 25.8Approach 327 0.6 0.689 29.7 LOS C 8.6 61.0 0.90 0.83 27.3West: North Pde (W)10 L 104 1.8 0.232 8.9 LOS A 1.3 9.3 0.30 0.66 31.111 T 632 2.3 0.705 14.2 LOS A 16.4 116.8 0.85 0.77 22.2Approach 736 2.0 0.705 14.6 LOS B 16.4 116.8 0.77 0.51 23.6All Vehicles 1509 1.9 0.705 16.1 LOS B 16.4 116.8 0.74 0.56 30.5Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansMov ID DescriptionDemand Average Level of Average Back of Queue Prop. EffectiveFlow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP5 Across N approach 53 14.7 LOS B 0.1 0.1 0.70 0.70All Pedestrians 53 14.7 0.70 0.70Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS B. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Monday, 20 September 2010 11:32:20 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -North Pde v2.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittNorth Parade / Mount Street IntersectionSignals - Fixed Time Cycle Time = 75 secondsSite: Option PM North Pde / MountSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 367 3.0 0.277 4.6 LOS A 6.6 47.5 0.41 0.35 43.36 R 79 0.0 0.532 45.2 LOS D 4.2 29.7 1.00 0.77 22.8Approach 446 2.5 0.532 11.8 LOS A 6.6 47.5 0.51 0.43 37.3North: Mount St (N)7 L 94 0.0 0.556 26.7 LOS B 3.6 25.4 0.75 0.75 28.69 R 233 0.9 0.728 41.2 LOS C 10.5 73.7 1.00 0.89 23.2Approach 327 0.6 0.728 37.0 LOS C 10.5 73.7 0.93 0.85 24.6West: North Pde (W)10 L 105 1.3 0.232 8.3 LOS A 1.3 9.3 0.24 0.65 31.811 T 771 2.2 0.734 13.9 LOS A 22.2 157.6 0.82 0.74 22.4Approach 876 1.7 0.733 14.4 LOS A 22.2 157.6 0.75 0.42 23.9All Vehicles 1649 1.7 0.733 17.6 LOS B 22.2 157.6 0.72 0.51 29.0Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansMov ID DescriptionDemand Average Level of Average Back of Queue Prop. EffectiveFlow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP5 Across N approach 53 12.9 LOS B 0.1 0.1 0.59 0.59All Pedestrians 53 12.9 0.59 0.59Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS B. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Monday, 20 September 2010 11:32:21 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -North Pde v2.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittJirrang Close / North Parade RoundaboutRoundaboutSite: Base AM Jirrang Cl - NorthPde RABMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 449 4.2 0.343 5.0 LOS A 3.2 23.1 0.15 0.45 36.06 R 73 0.0 0.343 9.0 LOS A 3.2 23.1 0.15 0.79 31.5Approach 522 3.6 0.343 5.6 LOS A 3.2 23.1 0.15 0.50 35.2North: Jirrang Cl (N)7 L 23 0.0 0.063 10.0 LOS A 0.4 3.1 0.68 0.71 28.29 R 21 0.0 0.063 13.1 LOS A 0.4 3.1 0.68 0.78 26.4Approach 44 0.0 0.063 11.5 LOS A 0.4 3.1 0.68 0.74 27.2West: North Pde (W)10 L 62 0.0 0.539 6.4 LOS A 5.5 39.1 0.34 0.57 38.811 T 680 2.5 0.539 5.5 LOS A 5.5 39.1 0.34 0.48 39.3Approach 742 2.3 0.539 5.6 LOS A 5.5 39.1 0.34 0.49 39.3All Vehicles 1308 2.8 0.539 5.8 LOS A 5.5 39.1 0.27 0.50 37.6Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Roundabout Capacity Model: SIDRA Standard.Processed: Saturday, 11 September 2010 10:56:24 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Jirrang Cl -North Pde RAB.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittJirrang Close / North Parade RoundaboutRoundaboutSite: Option AM Jirrang Cl - NorthPde RABMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 449 4.2 0.390 5.0 LOS A 3.9 28.4 0.16 0.44 35.86 R 148 0.0 0.389 9.8 LOS A 3.9 28.4 0.16 0.79 30.9Approach 597 3.2 0.390 6.2 LOS A 3.9 28.4 0.16 0.53 34.4North: Jirrang Cl (N)7 L 23 0.0 0.078 11.6 LOS A 0.6 4.1 0.78 0.77 26.49 R 21 0.0 0.078 14.7 LOS B 0.6 4.1 0.78 0.82 25.0Approach 44 0.0 0.078 13.1 LOS B 0.6 4.1 0.78 0.79 25.7West: North Pde (W)10 L 62 0.0 0.660 7.3 LOS A 7.6 54.0 0.58 0.63 37.711 T 752 2.3 0.658 6.4 LOS A 7.6 54.0 0.58 0.57 37.8Approach 814 2.1 0.658 6.5 LOS A 7.6 54.0 0.58 0.57 37.8All Vehicles 1455 2.5 0.658 6.6 LOS A 7.6 54.0 0.41 0.56 36.3Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Roundabout Capacity Model: SIDRA Standard.Processed: Monday, 13 September 2010 3:09:40 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Jirrang Cl -North Pde RAB.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittJirrang Close / North Parade RoundaboutRoundaboutSite: Base PM Jirrang Cl - NorthPde RABMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 500 2.4 0.455 5.7 LOS A 4.5 32.5 0.41 0.50 33.66 R 76 1.3 0.455 9.7 LOS A 4.5 32.5 0.41 0.73 31.1Approach 576 2.3 0.455 6.2 LOS A 4.5 32.5 0.41 0.53 33.2North: Jirrang Cl (N)7 L 132 0.0 0.314 10.0 LOS A 2.4 16.7 0.72 0.80 28.29 R 105 1.0 0.313 13.2 LOS A 2.4 16.7 0.72 0.86 26.4Approach 237 0.4 0.313 11.4 LOS A 2.4 16.7 0.72 0.83 27.3West: North Pde (W)10 L 60 0.0 0.480 6.3 LOS A 4.8 34.1 0.34 0.57 38.711 T 588 2.7 0.480 5.5 LOS A 4.8 34.1 0.34 0.48 39.3Approach 648 2.5 0.480 5.5 LOS A 4.8 34.1 0.34 0.49 39.2All Vehicles 1461 2.1 0.480 6.7 LOS A 4.8 34.1 0.43 0.56 35.4Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Roundabout Capacity Model: SIDRA Standard.Processed: Saturday, 11 September 2010 10:56:25 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Jirrang Cl -North Pde RAB.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittJirrang Close / North Parade RoundaboutRoundaboutSite: Option PM Jirrang Cl - NorthPde RABMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 500 2.4 0.455 5.7 LOS A 4.5 32.5 0.41 0.50 33.66 R 76 1.3 0.455 9.7 LOS A 4.5 32.5 0.41 0.73 31.1Approach 576 2.3 0.455 6.2 LOS A 4.5 32.5 0.41 0.53 33.2North: Jirrang Cl (N)7 L 132 0.0 0.314 10.0 LOS A 2.4 16.7 0.72 0.80 28.29 R 105 1.0 0.313 13.2 LOS A 2.4 16.7 0.72 0.86 26.4Approach 237 0.4 0.313 11.4 LOS A 2.4 16.7 0.72 0.83 27.3West: North Pde (W)10 L 60 0.0 0.480 6.3 LOS A 4.8 34.1 0.34 0.57 38.711 T 588 2.7 0.480 5.5 LOS A 4.8 34.1 0.34 0.48 39.3Approach 648 2.5 0.480 5.5 LOS A 4.8 34.1 0.34 0.49 39.2All Vehicles 1461 2.1 0.480 6.7 LOS A 4.8 34.1 0.43 0.56 35.4Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Roundabout Capacity Model: SIDRA Standard.Processed: Thursday, 16 September 2010 1:28:24 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Jirrang Cl -North Pde RAB.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittMount St / Luxford Rd IntersectionSignals - Fixed Time Cycle Time = 65 secondsSite: DoMin AM Mount St / LuxfordRdMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Mount Street (S)1 L 85 1.2 0.100 17.1 LOS B 2.3 16.1 0.59 0.72 33.93 R 148 4.1 0.281 26.0 LOS B 5.1 36.8 0.81 0.77 29.0Approach 233 3.0 0.281 22.8 LOS B 5.1 36.8 0.73 0.75 30.6East: Luxford Road (E)4 L 196 3.1 0.612 29.5 LOS C 11.0 78.0 0.91 0.85 17.65 T 504 0.2 0.612 21.2 LOS B 11.8 82.7 0.91 0.77 19.1Approach 700 1.0 0.612 23.5 LOS B 11.8 82.7 0.91 0.79 18.7West: Luxford Road (W)11 T 559 0.5 0.260 8.1 LOS A 6.1 43.2 0.55 0.47 44.312 R 192 1.0 0.616 36.9 LOS C 7.7 54.2 0.98 0.83 26.1Approach 751 0.7 0.615 15.5 LOS B 7.7 54.2 0.66 0.56 37.7All Vehicles 1684 1.1 0.615 19.8 LOS B 11.8 82.7 0.77 0.68 29.6Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansDemand Average Level of Average Back of Queue Prop. EffectiveMov ID Description Flow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP1 Across S approach 53 23.3 LOS C 0.1 0.1 0.85 0.85P7 Across W approach 53 26.8 LOS C 0.1 0.1 0.91 0.91All Pedestrians 106 25.0 0.88 0.88Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS C. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Monday, 13 September 2010 8:21:50 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -Luxford Rd.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittMount St / Luxford Rd IntersectionSignals - Fixed Time Cycle Time = 70 secondsSite: Option AM Mount St / LuxfordRdMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Mount Street (S)1 L 85 1.2 0.104 18.7 LOS B 2.5 17.8 0.61 0.72 32.93 R 148 4.1 0.302 28.8 LOS C 5.6 40.3 0.84 0.78 27.7Approach 233 3.0 0.302 25.1 LOS B 5.6 40.3 0.75 0.76 29.4East: Luxford Road (E)4 L 259 2.3 0.582 28.3 LOS B 12.2 86.5 0.87 0.85 18.05 T 504 0.2 0.583 20.5 LOS B 12.7 88.9 0.87 0.75 19.5Approach 763 0.9 0.583 23.2 LOS B 12.7 88.9 0.87 0.78 19.0West: Luxford Road (W)11 T 559 0.5 0.246 7.5 LOS A 6.1 43.0 0.52 0.44 45.212 R 192 1.0 0.608 38.7 LOS C 8.1 57.1 0.97 0.82 25.4Approach 751 0.7 0.608 15.5 LOS B 8.1 57.1 0.63 0.54 37.7All Vehicles 1747 1.1 0.608 20.1 LOS B 12.7 88.9 0.75 0.67 29.3Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansDemand Average Level of Average Back of Queue Prop. EffectiveMov ID Description Flow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP1 Across S approach 53 22.4 LOS C 0.1 0.1 0.80 0.80P7 Across W approach 53 29.3 LOS C 0.1 0.1 0.91 0.91All Pedestrians 106 25.8 0.86 0.86Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS C. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Saturday, 11 September 2010 11:52:48 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -Luxford Rd.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittMount St / Luxford Rd IntersectionSignals - Fixed Time Cycle Time = 70 secondsSite: DoMin PM Mount St / LuxfordRdMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Mount Street (S)1 L 342 0.0 0.516 25.8 LOS B 11.0 77.2 0.84 0.82 29.03 R 320 1.6 0.642 31.5 LOS C 11.6 82.4 0.94 0.84 26.6Approach 662 0.8 0.642 28.6 LOS C 11.6 82.4 0.89 0.83 27.8East: Luxford Road (E)4 L 93 2.2 0.639 25.4 LOS B 15.2 107.2 0.84 0.89 20.55 T 950 0.3 0.640 17.1 LOS B 15.8 111.1 0.84 0.74 21.8Approach 1043 0.5 0.640 17.9 LOS B 15.8 111.1 0.84 0.76 21.7West: Luxford Road (W)11 T 724 0.1 0.317 7.9 LOS A 7.9 55.6 0.54 0.47 44.612 R 99 0.0 0.622 44.8 LOS D 5.0 34.7 1.00 0.81 23.3Approach 823 0.1 0.622 12.3 LOS A 7.9 55.6 0.60 0.51 40.2All Vehicles 2528 0.4 0.642 18.9 LOS B 15.8 111.1 0.77 0.69 29.9Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansDemand Average Level of Average Back of Queue Prop. EffectiveMov ID Description Flow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP1 Across S approach 53 17.9 LOS B 0.1 0.1 0.71 0.71P7 Across W approach 53 29.3 LOS C 0.1 0.1 0.91 0.91All Pedestrians 106 23.6 0.81 0.81Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS C. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Saturday, 11 September 2010 11:50:15 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -Luxford Rd.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittMount St / Luxford Rd IntersectionSignals - Fixed Time Cycle Time = 65 secondsSite: Option PM Mount St / LuxfordRdMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hSouth: Mount Street (S)1 L 411 0.0 0.575 23.7 LOS B 12.1 84.7 0.84 0.83 30.03 R 381 1.3 0.708 30.3 LOS C 13.1 92.4 0.95 0.88 27.0Approach 792 0.6 0.708 26.9 LOS B 13.1 92.4 0.89 0.85 28.5East: Luxford Road (E)4 L 93 2.2 0.716 27.8 LOS B 15.7 110.5 0.91 0.91 19.35 T 950 0.3 0.716 19.5 LOS B 16.4 114.8 0.91 0.82 20.2Approach 1043 0.5 0.716 20.2 LOS B 16.4 114.8 0.91 0.83 20.1West: Luxford Road (W)11 T 724 0.1 0.335 8.6 LOS A 8.0 55.9 0.58 0.50 43.712 R 99 0.0 0.578 41.5 LOS C 4.6 32.2 1.00 0.80 24.4Approach 823 0.1 0.578 12.5 LOS A 8.0 55.9 0.63 0.54 39.9All Vehicles 2658 0.4 0.716 19.8 LOS B 16.4 114.8 0.82 0.75 29.3Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW).Level of Service (Worst Movement): LOS C. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on average delay for all vehicle movements.Movement Performance - PedestriansDemand Average Level of Average Back of Queue Prop. EffectiveMov ID Description Flow Delay Service Pedestrian Distance Queued Stop Rateped/h sec ped m per pedP1 Across S approach 53 19.2 LOS B 0.1 0.1 0.77 0.77P7 Across W approach 53 26.8 LOS C 0.1 0.1 0.91 0.91All Pedestrians 106 23.0 0.84 0.84Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all pedestrian movements. LOS Method: Delay (HCM).Level of Service (Worst Movement): LOS C. LOS Method for individual pedestrian movements: Delay (HCM).Processed: Saturday, 11 September 2010 11:54:24 a.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\Mount St -Luxford Rd.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittSherbrooke St / North Parade IntersectionGiveway / Yield (Two-Way)Site: AM North Pde / SherbrookeSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 135 4.4 0.122 1.4 LOS A 0.9 6.6 0.44 0.00 44.36 R 65 3.1 0.122 8.0 LOS A 0.9 6.6 0.44 0.78 42.6Approach 200 4.0 0.122 3.6 LOS A 0.9 6.6 0.44 0.25 43.8North: Sherbrooke St (N)7 L 149 2.7 0.198 7.6 LOS A 0.7 4.9 0.36 0.63 34.69 R 401 1.5 0.663 15.2 LOS B 6.5 46.0 0.71 1.14 26.8Approach 550 1.8 0.663 13.1 LOS B 6.5 46.0 0.61 1.00 28.5West: North Pde (W)10 L 230 2.6 0.195 4.5 LOS A 0.0 0.0 0.00 0.57 36.711 T 131 4.6 0.195 0.0 LOS A 0.0 0.0 0.00 0.00 40.0Approach 361 3.3 0.195 2.9 LOS A 0.0 0.0 0.00 0.37 37.8All Vehicles 1111 2.7 0.663 8.1 NA 6.5 46.0 0.38 0.66 35.6LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Saturday, 11 September 2010 12:41:31 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\North Pde -Sherbrooke St.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittSherbrooke St / North Parade IntersectionGiveway / Yield (Two-Way)Site: Option AM North Pde / SherbrookeSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 141 4.3 0.125 1.4 LOS A 0.9 6.8 0.45 0.00 44.36 R 65 3.1 0.125 8.1 LOS A 0.9 6.8 0.45 0.78 42.6Approach 206 3.9 0.125 3.5 LOS A 0.9 6.8 0.45 0.25 43.8North: Sherbrooke St (N)7 L 149 2.7 0.198 7.6 LOS A 0.7 4.9 0.36 0.63 34.69 R 407 1.5 0.678 15.6 LOS B 6.8 48.3 0.72 1.16 26.4Approach 556 1.8 0.678 13.5 LOS B 6.8 48.3 0.62 1.02 28.2West: North Pde (W)10 L 230 2.6 0.195 4.5 LOS A 0.0 0.0 0.00 0.57 36.711 T 131 4.6 0.195 0.0 LOS A 0.0 0.0 0.00 0.00 40.0Approach 361 3.3 0.195 2.9 LOS A 0.0 0.0 0.00 0.37 37.8All Vehicles 1123 2.7 0.678 8.2 NA 6.8 48.3 0.39 0.67 35.5LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Saturday, 11 September 2010 12:41:32 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\North Pde -Sherbrooke St.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittSherbrooke St / North Parade IntersectionGiveway / Yield (Two-Way)Site: PM North Pde / SherbrookeSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 104 4.8 0.078 2.0 LOS A 0.6 4.6 0.50 0.00 43.96 R 25 0.0 0.078 8.5 LOS A 0.6 4.6 0.50 0.83 42.6Approach 129 3.9 0.078 3.3 LOS A 0.6 4.6 0.50 0.16 43.7North: Sherbrooke St (N)7 L 44 0.0 0.060 7.7 LOS A 0.2 1.4 0.38 0.63 34.59 R 303 1.7 0.492 12.6 LOS A 3.6 25.5 0.61 0.98 29.1Approach 347 1.4 0.492 12.0 LOS A 3.6 25.5 0.58 0.93 29.7West: North Pde (W)10 L 361 1.1 0.261 6.4 LOS A 0.0 0.0 0.00 0.67 43.311 T 123 4.9 0.261 0.0 LOS A 0.0 0.0 0.00 0.00 50.0Approach 484 2.1 0.261 4.8 LOS A 0.0 0.0 0.00 0.50 44.8All Vehicles 960 2.1 0.492 7.2 NA 3.6 25.5 0.28 0.61 40.7LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Saturday, 11 September 2010 12:41:32 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\North Pde -Sherbrooke St.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

MOVEMENT SUMMARYMt DruittSherbrooke St / North Parade IntersectionGiveway / Yield (Two-Way)Site: Option PM North Pde / SherbrookeSt IntersectionMovement Performance - VehiclesMov ID TurnDemandDeg. Average Level of 95% Back of Queue Prop. Effective AverageFlow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speedveh/h % v/c sec veh m per veh km/hEast: North Pde (E)5 T 104 4.8 0.078 2.1 LOS A 0.6 4.6 0.50 0.00 43.96 R 25 0.0 0.078 8.6 LOS A 0.6 4.6 0.50 0.83 42.5Approach 129 3.9 0.078 3.3 LOS A 0.6 4.6 0.50 0.16 43.6North: Sherbrooke St (N)7 L 44 0.0 0.060 7.7 LOS A 0.2 1.4 0.39 0.63 34.59 R 303 1.7 0.498 12.8 LOS A 3.6 25.9 0.62 0.98 28.9Approach 347 1.4 0.498 12.1 LOS A 3.6 25.9 0.59 0.94 29.6West: North Pde (W)10 L 367 1.1 0.267 6.4 LOS A 0.0 0.0 0.00 0.67 43.311 T 129 4.7 0.267 0.0 LOS A 0.0 0.0 0.00 0.00 50.0Approach 496 2.0 0.267 4.8 LOS A 0.0 0.0 0.00 0.49 44.9All Vehicles 972 2.1 0.498 7.2 NA 3.6 25.9 0.28 0.61 40.7LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associatedwith major road movements.Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW).Approach LOS values are based on the worst delay for any vehicle movement.Processed: Saturday, 11 September 2010 12:41:32 p.m. Copyright © 2000-2010 Akcelik & Associates Pty LtdSIDRA INTERSECTION 5.0.2.1437www.sidrasolutions.comProject: G:\Other_Clients\Opus_Clients\Australia\Sydney\1-C0441.00\Technical\Modelling\Mt Druitt\North Pde -Sherbrooke St.sip8000051, OPUS INTERNATIONAL CONSULTANTS, FLOATING

Mount Druitt Commuter Car ParkReview of Environmental FactorsAppendix DVisual impact assessmentKMH-2010123a REF Rev 4 docStatus: Final

KMH-2010123a REF Rev 4 docStatus: FinalMount Druitt Commuter Car ParkReview of Environmental Factors

Commuter Car Park Mt DruittVisual Impact Assessment ReportReport no: CCPP-0843-AR-7102-BDate 23 November 2010Revision 05StatusAuthorDocument reference no.:FinalDEM (Aust) Pty LtdR-VisualImpactAssessment-23Nov10 Final.doc

Commuter Car Park Mt DruittVisual Impact Assessment ReportTable of Contents1. Introduction ...............................................................................................................41.1. Project Overview .................................................................................................. 41.2. Purpose of Study ................................................................................................. 42. Site Analysis...............................................................................................................62.1. Location and Context .......................................................................................... 62.2. Site Conditions .................................................................................................... 72.3. Vehicular and Pedestrian Access ........................................................................ 82.4. Topography .......................................................................................................... 92.5. Vegetation ......................................................................................................... 102.6. Views ................................................................................................................. 123. The Proposal ........................................................................................................... 183.1. Proposed Multi Storey Car Park Building .......................................................... 183.2. Proposed Landscaping ...................................................................................... 194. Urban Design .......................................................................................................... 214.1. Urban Context.................................................................................................... 214.2. Existing Planning Controls ................................................................................. 224.3. Safety ................................................................................................................ 234.4. Pedestrian Access ............................................................................................. 234.5. Flexibility ............................................................................................................ 244.6. Signage.............................................................................................................. 244.7. Building Form .................................................................................................... 244.7.1. Bulk and Scale.................................................................................... 244.7.2. Height and Form ................................................................................. 244.7.3. Site Access Compliance ..................................................................... 274.7.4. Setback Compliance ........................................................................... 274.8. Integration with Land Use ................................................................................. 274.9. Overshadowing .................................................................................................. 274.10. Privacy ............................................................................................................... 295. Landscape and Visual Amenity Analysis .................................................................... 305.1. Visual Amenity Assessment Methodology ......................................................... 305.2. Visual Analysis ................................................................................................... 325.2.1. Zone of Visual Influence and Key Viewpoints ..................................... 326. Proposals for Mitigation of Visual Impacts ................................................................. 386.1. Façade Design ................................................................................................... 386.2. Landscaping ...................................................................................................... 386.2.1. Landscape Management and Maintenance ...................................... 396.2.2. Built Features ..................................................................................... 396.3. Lighting Design .................................................................................................. 407. Construction of the Car Park .................................................................................... 41R-VisualImpactAssessment-Page 2 of 4223Nov10Final.doc23Nov10.docStatus: FINAL

Commuter Car Park Mt DruittVisual Impact Assessment Report7.1. Visual Impacts during Construction .................................................................. 417.2. Mitigation Measures.......................................................................................... 418. Conclusion .............................................................................................................. 42R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 3 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report1. IntroductionTransport Construction Authority (TCA) has been commissioned by Transport NSW to develop anumber of multi storey and at-grade commuter car parks at various site locations within theSydney metropolitan area as part of the second stage of the Commuter Car Park and InterchangeProgram (CCPIP). The program aims to deliver safe, accessible and sustainable commuter carparking facilities that meet the needs of commuters and other users.This report is prepared as part of the Review of Environmental Factors (REF) for the proposedmulti storey commuter car park (CCP) at Mt Druitt. It provides an assessment of the visual, urbandesign and landscape impacts of the carpark in the context of the existing environment and isprepared in accordance with Clause 228 of the NSW Environmental Planning and AssessmentRegulation 2000.1.1. Project OverviewThe proposed Mt Druitt CCP is to consist of two car park levels providing 220 spaces forcommuter vehicles of which 7 spaces are designed to be accessible. Space is also dedicatedwithin the car park for 10 motorcycles. Construction of the new building will require the demolitionand removal of the remaining sections of concrete structure from the previous building on thesite.The vehicular access and egress to the Mt Druitt CCP will be from North Parade. The mainpedestrian access point is in the middle of the North Parade frontage where the main circulationstair and a lift are located. From this point a footpath along the northern side of North Paradeallows direct access to the station which is approximately 300 metres to the west of the site.The design maximises passive surveillance of the car park by positioning ramps on the north andwest boundaries to keep the street facades as open as possible. On the Mount Street frontage asloping bank is formed to maintain views, and natural light and ventilation to those areas of theground floor which are below street level.The first level balustrade is predominantly precast concrete panels with strategically placed openmetal balustrade. Vertical metal louvres are positioned over the main vehicle entry point andtogether with the glazed lift shaft highlight the main point of entry to the building.The Mt Druitt CCP layout and structure are designed to allow for two additional levels of parking tobe constructed in the future over the completed car park. The design allows for lock down of thecar park by providing perimeter palisade security fencing together with roller shutters at vehicleentry and exit points. Refer to figures 1-1-1 and 1-1-2 below for artist‟s view of the Mt Druitt CCP.1.2. Purpose of StudyThe purpose of this report is to provide an assessment of the potential visual impacts of theProposal and to identify building and landscape design measures to mitigate any adverse visualimpacts to ensure that the car park will be integrated with the surrounding area and complementthe visual character of its setting.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 4 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 1-1-1 – Proposed Mt Druitt CCP Building View from South EastFigure 1-1-2 – Proposed Mt Druitt CCP Building View from South WestR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 5 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2. Site Analysis2.1. Location and ContextThe proposed Mt Druitt CCP site forms part of the Mt Druitt Town Centre South Precinct and islocated approximately 300 metres east of Mt Druitt Railway Station and bus interchange. Thesubject site is bounded by Mount Street to the east and North Parade to the south. The site waspreviously occupied by a cinema complex which has since been partially demolished, and iscurrently fenced off from public access.Mt Druitt Court House is located to the west of the site, Mt Druitt Centrelink office is located tothe north and the TAFE Western Sydney Institute Campus – Mt Druitt College to the east.Residential areas lie to the south but are separated from the subject site by the railway corridor,North Parade and Beames Avenue. Refer to Figure 2-1 below.Mt Druitt Railway Station provides access to the North Shore, Western and Blue Mountains Linesproviding connections to Penrith, Parramatta, Lithgow, the North Shore, Wyong and the CBD.The site is a parcel of land which is known as Lot 3 in DP 719982 and is currently in privateownership.Figure 2-1 – Location PlanR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 6 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2.2. Site ConditionsThe site is currently vacant and incorporates a partially demolished former cinema complex.There is minimal significant planting within the subject site other than mature trees adjoining theeastern boundary.The Mt Druitt Court House to the west of the site is a two and three storey building, the Centrelinkoffice to the north of the site is single storey and the TAFE buildings to the east of the site aregenerally two storey.High voltage aerial cables are located across North Parade adjacent to the railway line to thesouth. Refer to Figure 2-2.Figure 2-2 – Site ConditionsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 7 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2.3. Vehicular and Pedestrian AccessThe subject site has one point of vehicular access from North Parade and one in the north-eastfrom Mount Street, both of which are currently gated. Two vehicle crossovers are also locatedalong North Parade but there is no access to the site at these points as the site is fenced off.Footpaths adjoining the site along Mount Street and North Parade provide pedestrian access toMount Druitt Railway Station and Mt Druitt town centre. Refer to Figure 2-3.Figure 2-3 – Vehicular and Pedestrian AccessR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 8 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2.4. TopographyGenerally the site falls in a north to south direction with a moderate gradient of approximately1 in 20.1.8 – 2 metre high retaining walls extend along the northern and western boundaries. Theexisting remnant structure on the site accommodates the change in grade along the easternboundary.The current ground floor slab level is approximately RL 52.30, and is up to 500mm below thefootpath level at the North Parade frontage. Refer to Figure 2-4.Figure 2-4 – TopographyR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 9 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2.5. VegetationThe site is devoid of significant planting and there is minimal vegetation cover other than areas ofgrasses and weeds and three immature saplings.Three semi-mature eucalypts are located adjacent to the eastern boundary along the MountStreet frontage. Mount Street features semi-mature tree planting within the median.There are no street trees along the North Parade frontage but there is extensive planting ofgroundcovers within the median. Refer to Figures 2-5-i to 2-5-iv below.Figure 2-5-i – trees adjoining eastern boundary on Mount StreetFigure 2-5-ii –Mount Street tree plantingR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 10 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 2-5-iii – median planting along North ParadeFigure 2-5-iv –North Parade frontageR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 11 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report2.6. ViewsThe site incorporates a partially demolished former cinema complex and is fenced with a chainlink metal 1.8m high fence along the boundary. The existing partially demolished building is avisually prominent element on the site.The mature eucalypts on the eastern boundary of the site provide visual features as there are noother significant trees within the site.The Mt Druitt Court House and the Centrelink office located adjacent to the western and northernboundaries respectively define the edges of the site and contain views out of the site in thesedirections. The light coloured brick buildings of the TAFE and trees within the grounds of thecollege dominate views to the east of the site. Figure 2-6 and photographs 1 – 14 illustrate theviews to the site.The site is highly visible from North Parade, Mount Street and the railway line to the south of thesite.Figure 2-6 – View LocationsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 12 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report1 Boundary fence, footpath and street lighting alongNorth Parade adjacent to the site.2 Existing footpath and street trees alongMount Street.3 Existing footpath and partially demolishedbuilding looking north-west; Mt Druitt CourtHouse in the middle distance.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 13 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report4 View south-west along North Parade towards MtDruitt Railway Station showing existing footpath,median planting and commuter on-street carparking .5 Existing footpath and median along MountStreet.6 View south along Mount Street showing themedian planting and railway line in the middledistance.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 14 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report7 View from eastern side of Mount Street lookingnorth-west to the site and Centrelink office.8 View of Mount Street and the TAFE WesternSydney Institute – Mt Druitt College to the eastof the site.9 View south-west across the site to Mt DruittCourt House.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 15 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report10 View north-west from the corner of NorthParade and Mount Street.11 View north-west from North Parade across thesite to the Centrelink building.12 View north-east from North Parade adjacent tothe Mt Druitt Courthouse; TAFE Western SydneyInstitute – Mt Druitt College in background.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 16 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report13 View east along North Parade toward the sitefrom overhead pedestrian bridge at Mt Druittrailway station.14 Mt Druitt Court House to the east of thesite.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 17 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report3. The Proposal3.1. Proposed Multi Storey Car Park BuildingThe proposal for the subject site is for a multi level commuter carpark consisting of two car parklevels providing 220 car spaces, of which 7 spaces are designed to be DDA compliant, andincludes the provision for the parking of 10 motorcycles. The proposal also includes the provisionof a further 7 DDA compliant commuter car spaces to be located in close proximity to the entry ofthe Mt Druitt Rail Station.The Proposal has been designed to accommodate a future extension of 2 additional parkinglevels. Future proofing has been provided in the structural design and in the carpark layout withcareful consideration been given to the location of vehicle ramps and fire stairs.The subject site is located within the Mt Druitt civic precinct, adjacent to the Court House andCenterlink and in close proximity to the TAFE and commercial centre. Safety and security hasinfluenced the proposal which has been designed to maximise passive surveillance opportunitiesto both levels of car parking.The car park structure is setback by 10.4m from Mount Street with a varying setback between0.5m and 3.6m to North Parade. A landscape batter between the site boundary and the car parkstructure along the eastern and southern boundaries provides the opportunity to maximise viewsinto the ground level of the car park. The concrete balustrades to the first level are designed witha height of 950mm to reduce the solidity of the façade and improve visibility to the first levelparking from the surrounding streets. A steel flat rail and hand rail attached to the top of theconcrete upturn provides the compliant balustrade height.Metal screens are proposed in lieu of the concrete balustrades at the lift lobby and at regularintervals to improve passive surveillance of the first level car parking. Metal screens are alsostrategically proposed at the south east corner of the building and at the western end of the NorthParade elevation to improve the visibility into this level of car parking. The communication stair isdesigned as an open stair providing clear, unobstructed views of stair and lift lobbies.A single point of vehicle access and egress for the multi storey carpark is located off North Parademid way along the southern site boundary. One designated pedestrian entry and egress point islocated adjacent to North Parade, west of the vehicle entry point to avoid pedestrian/ vehicleconflicts for commuters walking to the station. A lift and communication stair provides pedestrianaccess to the first level car parking. Pedestrian fire egress is located on Mount Street in the northeastcorner of the site. Refer to Figure 3-1 below.A designated pedestrian footpath is proposed from the subject site along the existing councilfootpath on the northern side of North Parade to the existing Mt Druitt Station pedestrian rampand lift. The Proposal includes the upgrade of the pedestrian footpaths adjacent to the car parkas well as way finding signage for clear legibility of the designated pedestrian route.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 18 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 3-1 – Proposed Mt Druitt Commuter Car Park BuildingThe proposed commuter car park building layout and elevations are shown in Figures 3.2a to3.2d of the REF (Volume 1).3.2. Proposed LandscapingThe Proposal incorporates a building setback of 10.4 metres from Mount Street, and setbackvarying from 0.5 to 3.6 metres from North Parade, refer to figure 3.3 below.Existing trees outside the property boundary along the east boundary are to be retained andprotected during construction.The proposed planting is to be predominantly indigenous and native plant species with lowmaintenance and low water requirements and which are appropriate for the site‟s soil andclimatic conditions. Tree species are also to be selected in accordance with Blacktown CityCouncil‟s recommended tree species list.Plants are to display varied textures and colour to ensure year round interest.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 19 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 3-3 – Landscape Architectural Plan of proposed CCP BuildingMount Street FrontageAn upgraded and wider footpath will be provided but no additional street planting is proposed.The existing mature trees will be retained. The sloping bank formed beside the car park structurewill be planted with trees and native grasses, groundcovers and low shrubs to a maximum heightof 1 to 1.2 metres. The landscaped area will be enclosed with metal palisade style fencing.The planting is to allow clear, unobstructed views of the car park to allow passive surveillance ofthe carpark from Mount Street. Trees are to have high crowns or open canopies and be spaced toensure that a high degree of visibility is maintained across the precinct.North Parade FrontageThe open space between the front boundary and the street kerb will be paved to match theexisting footpath treatment adjacent to the Mt Druitt Court House to unify and enhance the streetcharacter and provide improved pedestrian access. Planting on the small area of sloping bankbetween the footpath and the car park structure is to be comprised of native grasses andgroundcovers to a maximum height of 1 to 1.2 metres.A 2.1m high metal palisade fence will secure the car park including the landscaped area.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 20 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report4. Urban Design4.1. Urban ContextThe subject site is located on the eastern edge of the business zone of the Mt Druitt Town Centreadjacent to the Mt Druitt Court House, Centrelink Office and opposite the Western SydneyInstitute – Mt Druitt College TAFE. It is separated from the residential area to the south by the railcorridor. Figures 4-1-i to 4-1-iv illustrate the surrounding development.The land use context of the subject site includes a mix of government services, community andrecreational facilities, retail, commercial facilities and educational centres. Mt Druitt Town Centreto the north-west of the site consists of predominately single and double storey buildings withlarge open car parks. The Town Centre is an active centre that provides for the needs of theresidents in western Sydney.Figure 4-1-i – North Parade - looking west tothe railway station/bus interchange and MtDruitt Court House.Figure 4-1-ii – Mount Street - looking east tothe TAFE Western Sydney Institute – MtDruitt College.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 21 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 4-1-iii – North Parade - looking northacross the site to Centrelink.Figure 4-1-iv – North Parade - looking eastto Mt Druitt Court House4.2. Existing Planning ControlsThe Proposal has considered the objectives of relevant environmental planning instruments.Blacktown City Council‟s Local Environment Plan (LEP) zones the proposed area for the car parkas 3(a) General business Zone with a key objective being to encourage development andexpansion of business activities within the major centres of Blacktown, including the provision ofparking. The LEP nominates that a car park would typically be development requiring consent.However, the State Environment Planning Policy (Infrastructure) overrides this requirement.The Blacktown Development Control Plan 2006 (Blacktown DCP) identifies design principles forthe Blacktown LGA including building height, setback and streetscape design. Mt Druitt is asubregional centre within Blacktown LGA with no specific design restrictions under the BlacktownDCP. Council assesses development applications within Mount Druitt on a merit based systemthat takes into consideration the intended use of the proposed development and its consistencywith surrounding land uses, shadow effects and visual impacts.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 22 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportThe car park has been designed with regard to surrounding land uses, shadow effects and visualimpacts.4.3. SafetyThe Proposal has adopted the safety of commuters and the surrounding community as aimportant design principle. A designated public pedestrian route between the car park and MtDruitt Station is located along the existing council pedestrian footpath located on the northernside of North Parade.The Proposal is designed to provide a single clear and legible pedestrian entry point with goodvisual accessibility to the communication stair, lobby areas and the glazed pedestrian lift. Thetransparency of the facade design will allow good passive surveillance of the ground and firstlevel car parking when viewed from Mount Street and North Parade. The openness of theproposed facades will provide a high perception of safety when viewed from within the car parkwith good visual access to the surrounding streets. Landscape design proposes clear,unobstructed views of the car parking from Mount Street and North Parade. Small ground coverspecies are proposed to avoid the opportunity for potential offenders to use landscape forconcealment.The „communication‟ stair is designed with 50% wider treads than nominated under the BCArequirement for a fire stair to facilitate Crime Prevention through Environmental Design principlesfor visibility.The pedestrian entry is located west of the single vehicle entry exit to avoid potential pedestrian/vehicle conflicts.The subject site will be fully secured, by a 2.1m black palisade fence located on the boundaryalong Mount Street and North Parade. The northern boundary will be secured by the existing fulllength block wall facade of the Centerlink building. The western boundary will be secured by theupgrade to the fence to the neighbouring Mt Druitt Court House.Security and public safety will also be enhanced through the provision of CCTV cameras which willbe strategically located at vehicular and pedestrian entrances and exits, fire stairs, lift lobbies andthroughout each level of vehicle parking with coverage of each parking space and all pedestriancirculation.4.4. Pedestrian AccessA single pedestrian entry point is provided towards the western end of the North Parade elevationand provides a means of pedestrian access and egress to the car park and avoids pedestrian /vehicle conflicts. The entry lobby provides access to ground level car parking, the „communicationstair‟ and lift. A clearly defined DDA compliant pedestrian path within the car park connects thededicated DDA car spaces to the entry lobby. A designated pedestrian route between the car parkand the Mt Druitt Rail Station is proposed along the existing council footpath on the northern sideof North Parade. The Proposal includes the upgrade of the pedestrian footpaths adjacent to thecar park as well as clear way finding signage. Pedestrian fire egress is located on Mount Street inthe north-east corner of the site.In accordance with Railcorp Services Requirements, 7 DDA compliant car spaces are proposedwithin the multistorey car park and a further 7 DDA compliant car spaces are to be located inclose proximately of the Mt Druitt Rail Station. Disabled car parking spaces are to be provided inaccordance with the BCA and AS1428 and AS 2890.6.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 23 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportTo enhance the safety of pedestrian circulation within the car park the proposal provides speedhumps in long aisles in areas without DDA spaces, bollards to clearly designate pedestrian areasadjacent to aisles and the introduction of one-way traffic circulation where appropriate.4.5. FlexibilityThe Proposal has been future proofed to accommodate the extension of a further two additionallevels of parking. The considered location of vehicle ramps, fire stairs, the car park configuration,and the structural design have been designed to accommodate the potential future extension oftwo additional levels of car parking.The open means of escape stairs have been designed with ample space provided to convert tofully enclosed fire stairs when the future additional levels of car parking are required.4.6. SignageA clear signage strategy is proposed and includes way finding and directional signage, floor leveland bay identification and statutory signage. The signage strategy will minimise the use ofsignage to reduce clutter and to provide clear and legible information to drivers within vehiclesand pedestrians. Signage will be located to inform commuters in locations where directionaldecisions are required to assist in keeping traffic moving and avoiding the requirement to stop togain information.Way finding signage for vehicles will be strategically placed to provide appropriate informationwhen viewed at different locations within the car park and from Mount Street and North Parade.Conventional car parking signage will be located on a solid blade element adjacent to the vehicleentry off North Parade to clearly identify the entry point for vehicles.Way finding signage is also proposed for pedestrian circulation with clear signage indicatingpedestrian paths to lobbies and the designated route to Mt Druitt Station.The roofed vertical form of the lift and communication stair area along the North Paradeelevation provides a strong perception of entry for both pedestrians and drivers within vehicles.4.7. Building Form4.7.1. Bulk and ScaleThe Proposal does not exceed the acceptable bulk and scale which the subject site couldaccommodate to be consistent with neighbouring properties. The proposal includes a first level ofcar park with balustrade, and a isolated roof to the lift lobby and communication stair adjacent toNorth Parade. The transparent appearance of the building and the strategic placement of an openmetal balustrade within the more dominant solid precast concrete balustrade, assists in breakingdown the scale of facades along Mount Street and North Parade.The building footprint does not cover the entire subject site and will not exceed the extent of sitecoverage which would be acceptable and consistent with neighbouring properties.4.7.2. Height and FormThe Proposal does not exceed the acceptable height which the subject site could accommodateto be consistent with the neighbouring properties. The proposed car park height is 3m to the firstslab level and 1.3m to the top of the balustrade hand rail. An increased height from 6 -7.5m isrequired to the roof of the first floor lobby, lift and communication stair. The eave of theneighbouring Centrelink building is approximately 4m above the proposed first level slab, andR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 24 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Reportthe Mt Druitt Court House building has a elevation to North Parade of approximately 9m. Refer toFigure 4-7-2 below for Mt Druitt CCP elevations.A 3m floor to floor for the ground level allows for accessible car spaces throughout but will notsubstantially increase the overall height. The top level of the car park does not read as a full levelas it only has concrete upturn balustrades to the edges of the car park and is not enclosed.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 25 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 4-7-2 – East & South Elevations of Proposed CCP BuildingR-VisualImpactAssessment-23Nov10 Final.doc Page 26 of 42Status:- FINAL

Commuter Car Park Mt DruittVisual Impact Assessment Report4.7.3. Site Access ComplianceThe proposal provides a single dedicated vehicular access and egress point off North Paradelocated close to the current subject site entry point. The RTA and Blacktown Council haveconfirmed general acceptance of the proposed vehicular access/egress point. A single dedicatedpedestrian access / egress point is located along North Parade.4.7.4. Setback ComplianceThe proposal provides a 10.4m setback from Mount Street and a varying setback from 0.5m to3.6m along North Parade. The minimal setback proposed along North Parade is consistent withthe adjacent Mt Druitt Court House building. The Centerlink building is built to its easternboundary along Mount Street, the proposal provides a 10.4 m setback from subject site easternboundary and proposes a palisade fence along this boundary.4.8. Integration with Land UseThe proposed land use as a commuter car park for the subject site is compatible with the existinguses located within the Mt Druitt business and commercial town centre. The close proximity to theMt Druitt Rail Station and existing commuter car parking located along North Parade supportsthe compatibility of the proposed use for the subject site.The proposed land use and design of the commuter car park will assist to embellish the Mt DruittTown Centre character, providing a more enhanced civic perception for the community andcommuters.4.9. OvershadowingA solar access analysis has been prepared to assess the impacts of the proposal for the 21stJune between the hours of 9am to 3pm. Refer to Figure 4-9.The solar study indicates that at 9am the proposal will partially shade the secured vehiclecompound and entry area of the Mt Druitt Court House. By 11am this area will be mostly in sunwith minimal overshadowing along the western boundary of the subject site. The areaovershadowed is a service compound with associated parking bays which will partially be in shadeduring the hours 9am to 11am and in full sun for the rest of the day. The secured compound doesnot appear to be utilised for open space recreation, however will be in full sun during theconventional lunch time period.At 9am the North Parade street frontage will be shaded and will remain partially shadedthroughout the day. At 1pm the proposal will overshadow the landscape embankment adjacent tothe western boundary of the subject site. Over shadowing of this landscape area increases duringthe afternoon but does not impact on the Mount Street public realm.R-VisualImpactAssessment-23Nov10 Final.docStatus: FINALPage 27 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportFigure 4-9 – Shadow Diagrams of Proposed CCP BuildingR-VisualImpactAssessment-23Nov10 Final.doc Page 28 of 42Status:- FINAL

Commuter Car Park Mt DruittVisual Impact Assessment Report4.10. PrivacyThe proposal has been designed to minimise overlooking of the Mt Druitt Court House securedcompound which is located adjacent to the western boundary of the subject site. This highlysecured area is used to transfer prisoners from secured vehicles into the courthouse. Theproposal provides a new boundary fence which incorporates strategically placed obscured panelsto minimise the opportunity for viewing into this highly secured area.There will be no opportunity for overlooking of the adjoining northern property which is currentlyused as a Centrelink facility. The Centerlink building has a block work facade withoutfenestrations which is located on the boundary without a setback.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 29 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report5. Landscape and Visual Amenity AnalysisA landscape and visual amenity assessment has been undertaken to determine visibility fromsurrounding areas and the potential visual impact of the Proposal. The analysis also identifiesbuilding and landscape mitigation measures to ensure the car park will be integrated with thesurrounding area and complement the visual character of its setting.5.1. Visual Amenity Assessment MethodologyThis visual amenity assessment is based on the methodology outlined in “Guidelines forLandscape and Visual Impact Assessment” second edition prepared by the Landscape Institute(UK) and the Institute of Environmental Management and Assessment, published by Spon Press.The assessment establishes the current visual amenity of the site from selected viewpoints andevaluates the significance of change to the views based on the degree to which the view ischanging and its visual sensitivity. The assessment process is outlined on the following page andprovides a description of terms that are used in this report and commonly used in Visual ImpactAssessments.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 30 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report1 Identify areas from which the proposed development may be seenZone of Visual InfluenceVisual ReceptorsKey ViewpointsThe area within which the proposed development may have an effect onvisual amenity. Areas from which the site is clearly visible.Special interest, viewer groups and the general public who will have views ofthe site and experience changes to visual amenity.Nominated viewpoints from within the zone of visual influence representing atypical view experienced by the visual receptors.2 Describe the existing viewVisual AmenityThe value of a particular area or view in terms of what is currently seen. Theexisting nature of the site and its context.3 Determine the sensitivity of the viewVisual SensitivityThe degree to which a landscape can absorb change of a particular type andscale without significant adverse effects in relation to its location or visualreceptors. The sensitivity of visual receptors and views is dependent on thelocation and context of the viewpoint, duration of the view and expectation oractivity of the receptor. Receptor sensitivity may be categorised as:­ High sensitivity - likely from residential properties affected by adevelopment where duration of the view is long and isexperienced frequently.­ Moderate sensitivity - experienced in the public realm whereduration of view is temporary.­ Low sensitivity - from places of work where attention is expectedto be focussed on activities rather than a view.4 Determine how much the view is changingMagnitude of VisualEffectsThe degree of change in the composition of the view established byassessing:­ loss or addition of features in the view;­ the degree of contrast or integration of changes in relation tosuch factors as form, scale and colour; and­ distance of the viewpoint from the proposed development whichdetermines whether the development would be a focus or formone element in a panoramic view.5 Evaluate the significance of the changeVisual ImpactThe significance of change based on the scale or magnitude of the effect andthe sensitivity of the location or receptor. Greater impact is generallyassociated with large-scale effects and effects on sensitive or high valuereceptors. The visual impact may be positive (beneficial) or negative(adverse).6 Identify measures to reduce visual impacts or enhance visual qualityMitigation StrategyRecommended built form design or landscape design measures to enhancevisual quality or reduce, remedy or compensate for adverse visual impacts.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 31 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report5.2. Visual Analysis5.2.1. Zone of Visual Influence and Key ViewpointsThe Zone of Visual Influence is constrained to the north, east and west of the subject site by theCentrelink building, TAFE buildings and Mt Druitt Courthouse, which restrict views to the site fromother areas within the Mt Druitt town centre. The subject site is clearly visible from the adjoiningpublic realm – North Parade, Mount Street and the railway line, and there are distant views to thesite from Mt Druitt Railway Station.Due to the distance of the subject site from the residential area to the south of Beames Avenueand the high degree of visual separation between the two created by roads and the railway line,this area does not form part of the Zone of Visual Influence.The impact of the Proposal on views from key viewpoints within the Zone of Influence is describedon the following pages.Figure 5-2-1 – Zone of Visual Influence and Key ViewpointsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 32 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportView 1View east along NorthParadeVisual AmenityVisual SensitivityMagnitude of VisualEffectsVisual ImpactMitigation StrategyThe subject site exists as vacant land with remnant building structure of lowvisual quality. Foreground vegetation and mature trees in Mount Street arehighly visible. The view of the site is framed by Mt Druitt Court House and 2storey cream brick buildings of the TAFE in the middle distance.View sensitivity: the car park will be highly visible due to its proximity to NorthParade and the absence of existing screen planting along the road frontage.Receptor sensitivity: moderate - views from the North Parade public realm –road or footpath – will be temporary and the proposed car park is compatible infunction with fringe Town Centre and Railway Station activity.The composition of the view will change with the addition of the car park whichwill be highly visible from North Parade. The car park will reduce visibility ofsome vegetation in the middle distance as well as the TAFE. There will be lightspill from the car park as it will be in operation – 24 hrs/day, 7 days/week.The car park scale does not exceed the scale of surrounding buildings and willreinforce the built form edge along North Parade.The visual impact will be positive. The car park will occupy a vacant site of poorvisual quality. The building will complement the scale and massing ofsurrounding buildings and its function will be compatible with surrounding landuses. The car park will also better define and activate the built edge along NorthParade providing a heightened perception of safety.To further integrate the car park with the surrounding area and ensure the carpark complements the visual character of its setting the car park design willinclude the following:Built Form – simple and functional with articulation of the entry and minimalembellishment of the façade. The car park will incorporate a high degree oftransparency. Neutral colours and tones will complement neighbouring builtstructures.Landscape design – the existing footpath treatment adjacent to the CourtHouse is to be continued along the North Parade car park frontage to unify thestreetscape. The frontage will be further enhanced by an area of plantingbetween the footpath and car park structure.Lighting design – to comply with AS4282 Control of the Obtrusive Effect ofOutdoor Lighting.Refer to Section 6 – Proposals for Mitigation of Visual ImpactsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 33 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportView 2View west along NorthParadeVisual AmenityVisual SensitivityMagnitude of VisualEffectsVisual ImpactMitigation StrategyThe subject site exists as vacant land with remnant building structure of lowvisual quality. From this viewpoint the site appears open and exposed. Maturetrees in Mount Street are highly visible. The view of the site is contained by MtDruitt Court House and the Centrelink building which being blue in colour isvisually prominent.View sensitivity: the car park will be highly visible due to its proximity to NorthParade and the absence of existing screen planting along the road frontage.Receptor sensitivity: moderate - views from the North Parade public realm –road or footpath – will be temporary and the proposed car park is compatible infunction with fringe Town Centre and Railway Station activity.The composition of the view will change with the addition of the car park whichwill be highly visible from North Parade. The car park will reduce visibility of theCourt House and Centrelink building. There will be light spill from the car parkas it will be in operation 24 hrs/day, 7 days/week.The car park scale does not exceed the scale of surrounding buildings and willreinforce the built form edge along North Parade.The visual impact will be positive. The car park will occupy a vacant site of poorvisual quality. The building will complement the scale and massing ofsurrounding buildings and its function will be compatible with surrounding landuses. The car park will also better define and activate the built edge along NorthParade providing a heightened perception of safety.To further integrate the car park with the surrounding area and ensure the carpark complements the visual character of its setting the car park design willinclude the following:Built Form – simple and functional with articulation of the entry and minimalembellishment of the façade. The car park will incorporate a high degree oftransparency. Neutral colours and tones will complement neighbouring builtstructures and reduce the visual prominence of the Centrelink building.Landscape design – the existing footpath treatment adjacent to the Courthousewill be continued along the North Parade car park frontage to unify thestreetscape. The frontage will be further enhanced by an area of plantingbetween the footpath and car park structure.Lighting design – to comply with AS4282 Control of the Obtrusive Effect ofOutdoor Lighting.Refer to Section 6 – Proposals for Mitigation of Visual ImpactsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 34 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportView 3View east toward sitefrom Railway StationconcourseVisual AmenityVisual SensitivityThe subject site is visible from the railway station concourse as well as thestation platforms and railway line. From this viewpoint visibility of the site is lowand obscured by railway station structures and vegetation adjacent to the MtDruitt Court House.View sensitivity: the car park will have moderate to low visibility.Receptor sensitivity: moderate - views will be temporary and the proposed carpark is compatible in function with fringe Town Centre and Railway Stationactivity.Magnitude of VisualEffectsVisual ImpactMitigation StrategyThe composition of the view will partially change with the addition of the carpark. Due to the distance of the viewpoint, the car park will not be the focus andwill form only one element in the overall panoramic view.The car park scale does not exceed the scale of surrounding buildings and willreinforce the built form edge along North Parade.The significance of the change is low but still positive as the building willcomplement the scale and massing of surrounding buildings and its functionwill be compatible with surrounding land uses. The car park will also betterdefine and activate the built edge along North Parade.Not required.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 35 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportView 4View north-westacross site fromcorner of North Paradeand Mount StreetVisual AmenityVisual SensitivityMagnitude of VisualEffectsVisual ImpactMitigation StrategyThe subject site exists as vacant land with remnant building structure of lowvisual quality. Semi-mature trees within the Mount Street median and verge arehighly visible and feature in the view. The view of the site is contained by MtDruitt Court House and the Centrelink building which being blue in colour isvisually prominent.View sensitivity: the car park will be highly visible due to its proximity to NorthParade and Mount Street as well as the absence of existing screen plantingalong the road frontage.Receptor sensitivity: moderate - views from Mount Street public realm – road orfootpath – will be temporary and the proposed car park is compatible infunction with fringe Town Centre activity.The composition of the view will change with the addition of the car park whichwill be highly visible from Mount Street. The car park will reduce visibility of theCourt House and Centrelink building. There will be light spill from the car parkas it will be in operation 24 hrs/day, 7 days/week.The car park scale does not exceed the scale of surrounding buildings and willreinforce the built form edge along Mount Street.The visual impact will be positive. The car park will occupy a vacant site of poorvisual quality. The building will complement the scale and massing ofsurrounding buildings and its function will be compatible with surrounding landuses. The car park will also better define and activate the built edge alongMount Street.To further integrate the car park with the surrounding area and ensure the carpark complements the visual character of its setting the car park design willinclude the following:Built Form – simple and functional with minimal embellishment of the façade.The car park will incorporate a high degree of transparency. Neutral colours andtones will complement neighbouring built structures and reduce the visualprominence of the Centrelink building.Landscape design – existing semi-mature trees will be retained; an upgraded,wider footpath will be provided and a 10.4 metre wide strip of planting along theMount Street frontage will be incorporated which will enhance the streetscape.Lighting design – to comply with AS4282 Control of the Obtrusive Effect ofOutdoor Lighting.Refer to Section 6 – Proposals for Mitigation of Visual ImpactsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 36 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportView 5View north alongMount StreetVisual AmenityVisual SensitivityMagnitude of VisualEffectsVisual ImpactMitigation StrategyThe view is dominated by the Centrelink building, Department of CommunityServices building and TAFE buildings which are 1 to 2 storey in height. TheCentrelink building being blue in colour is visually prominent. Remnant buildingstructure on the subject site is of low visual quality. Mature trees within theMount Street median and along the TAFE boundary create visual interest.View sensitivity: the car park will be highly visible due to its proximity MountStreet as well as the absence of existing screen planting along the roadfrontage.Receptor sensitivity: moderate - views from Mount Street public realm – road orfootpath – will be temporary and the proposed car park is compatible infunction with fringe Town Centre activity.Receptor sensitivity from adjoining and nearby buildings is low or not applicableas blank walls face the site and as they are places of work and educationattention is focussed on activity rather than the view of the site.The composition of the view will change with the addition of the car park whichwill be highly visible from Mount Street. The car park will reduce visibility of theCentrelink building. There will be light spill from the car park as it will be inoperation 24 hrs/day, 7 days/week.The car park scale does not exceed the scale of surrounding buildings and willreinforce the built form edge along Mount Street.The visual impact will be positive. The car park will occupy a vacant site of poorvisual quality. The building will complement the scale and massing ofsurrounding buildings and its function will be compatible with surrounding landuses. The car park will also better define and the built edge along Mount Street.To further integrate the car park with the surrounding area and ensure the carpark complements the visual character of its setting the car park design willinclude the following:Built Form – simple and functional with minimal embellishment of the façade.Neutral colours and tones will complement the TAFE buildings and reduce thevisual prominence of the Centrelink building.Landscape design –an upgraded, wider footpath will be provided and a 10.4metre wide strip of planting along the Mount Street frontage will beincorporated which will unify and enhance the streetscape.Lighting design – to comply with AS4282 Control of the Obtrusive Effect ofOutdoor Lighting.Refer to Section 6 – Proposals for Mitigation of Visual ImpactsR-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 37 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report6. Proposals for Mitigation of Visual Impacts6.1. Façade DesignThe facade of the Proposal provides a high perception of safety. The minimal use of solid wallelements and the reduced height of the solid concrete balustrades provide an overall sense oftransparency. This perception of safety is further enhanced by the increased opportunity to viewactivity within the car park from the surrounding streets and to view activity occurring in thesurrounding streets when viewed from within the car park.This sense of transparency and high visual accessibility of facades will provide a visuallyinteresting building which will contribute positively to providing an increased perception of safetyfor the Mt Druitt Town Centre Precinct.The proposed facades will use good quality materials including decorative precast concretepanels for solid balustrades, glazed lifts, galvanised steel hand rails and aluminium screenelements. The neutral colours and tones proposed will complement the colour palette of theneighbouring built structures particularly the TAFE and the Mt Druitt Court House, whilst assistingto reduce the visual dominance of the neighbouring Centrelink building blue walls.The Proposal will provide a positive contribution to the subject site but also through the use ofgood quality materials and a high perception of safety will contribute to enhancing the civic andbusiness sense of the Mt Druitt Town Centre.6.2. LandscapingThe Proposal incorporates a band of buffer planting, approximately 10.4 metres wide, betweenthe boundary and building line along the Mount Street frontage and an area of planting alongNorth Parade east of the carpark entry, approximately 0.5 to 3.6 metres wide. The plantingcontributes to the unification and enhancement of the streetscape. Existing semi-matureeucalypts adjacent to the Mount Street boundary are to be retained and protected duringconstruction.Planting is to be comprised of trees and native grasses and groundcovers to a maximum height of1 metre. Trees are to have high crowns or open canopies and be spaced to ensure that a highdegree of visibility is maintained. The planting is to allow clear, unobstructed views of the car parkand entry and egress points to allow passive surveillance from adjoining streets.Species selected are to be predominantly indigenous and native plant species with lowmaintenance and low water requirements and which are appropriate for the site‟s soil andclimatic conditions. Grasses and groundcovers are to be planted at appropriate densities toprovide initial visual impact and minimise weed invasion and maintenance. Plants are to displayvaried textures and colour to provide visual interest.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 38 of 42

Commuter Car Park Mt DruittVisual Impact Assessment ReportIndicative Plant SpeciesBotanic Name Common Name Mature HeightTREESCorymbia maculata Spotted Gum 30 x 8mEucalyptus moluccana Grey Box 25 x 6mEucalyptus sclerophylla Scribbly Gum 20 x 6 mTristaniopsis laurina Water Gum 8 x 5mGROUNDCOVERSDianella caerulea 'Breeze' Breeze 0.7mDianella caerulea 'Little Jess' Little Jess 0.4mLomandra longifolia 'Tanika' Tanika 0.6mIsolepis nodosa Knobbly Clubrush 0.7mLomandra longifolia 'Katrinus' Katrinus 0.9m6.2.1. Landscape Management and MaintenancePlanting Establishment Maintenance is to be undertaken for 12 months after PracticalCompletion. These works will be the responsibility of the construction contractor who installs theworks. The minimum standards for maintenance during this time will be:Watering carried out to maintain the best possible condition and growth rate of plantsparticularly in the first month of planting. The frequency and volume of water to reflectconditions at the time of planting. All watering is to comply with current waterrestrictions.Removal of weed growth preferably by hand to minimise the use of herbicides.Replacement of plants that have died or show significant loss of vigour (a loss of 50% ofnormal foliage cover). 85% of initially installed plants are to be in place and healthy at alltimes. No area greater than 1 metre x 1 metre is to be left unplanted at any time.Regular fertilisation with proprietary balanced fertilisers selected according to chemicalcomposition of the soil, physical soil structure and plant type.Control of pests and diseases that may affect the plants.Rectification of any impacts from external influences.Maintenance of mulch levels and replacement of mulch in bare areas.Removal of rubbish from planted areas.6.2.2. Built FeaturesPaving to the North Parade frontage is to match the paving treatment adjacent to the Mt DruittCourt House to unify and enhance the streetscape.Security fencing is to be a minimum 2100mm in height metal palisade. Fencing is to be hotdipped galvanised and powder coated black. Panels are to be installed vertical or even-stepped.The Proposal does not incorporate built features such as low planter walls that would encourageskating.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 39 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report6.3. Lighting DesignThe car park will be functioning 24 hours per day, 7 days a week. Car park lighting has beendesigned to comply with the Australian Standard AS4282 Control of the Obtrusive Effect ofOutdoor Lighting. To minimise the effects of lighting spill the analysis was undertaken to complywith the curfew hour conditions which relate to hours after 10pm.The Mt Druitt multi deck car park is located within a civic precinct with adjoining land uses thathave conventional operational hours. Although the proposal has been designed to comply withthe Australian Standards, light spill on neighbouring properties will have minimal effect.Light spill from vehicle headlights manoeuvring within the carpark or leaving the carpark ontoNorth Parade will have minimal obtrusive effect as light will only spill over North Parade and theadjoining rail corridor.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 40 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report7. Construction of the Car Park7.1. Visual Impacts during ConstructionThere would be some visual impacts of a temporary nature during the construction phase such asthe need for temporary security fencing, stockpiling of materials, machinery, and the buildingphases before final finishes are added to enhance the car park‟s appearance. These impactswould be transient and consistent with what could be expected for the construction of a car park,and therefore not a major visual impact.7.2. Mitigation MeasuresThe management of visual impacts during construction of the car park would require:Installation of temporary fencing for security and to visually delineate the area ofconstruction.Lighting to be kept as low as possible both within the car park and to external areas toensure that adequate safety is maintained, without dominating the surrounding area.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 41 of 42

Commuter Car Park Mt DruittVisual Impact Assessment Report8. ConclusionThe subject site is located on the eastern edge of the business zone of the Mt Druitt Town Centreadjacent to the Mt Druitt Court House, Centrelink Office and opposite the Western SydneyInstitute – Mt Druitt College TAFE. Mt Druitt railway station is located approximately 300 metreswest of the site and the railway corridor to the south of the subject site separates it from aresidential area.The Proposal has adopted the safety of commuters and the surrounding community as aimportant design principle. A designated public pedestrian route between the car park and MtDruitt Station is located along the northern side of North Parade and the Proposal is designed toprovide a single clear and legible pedestrian entry point with good visual accessibility to thecommunication stair, lobby areas and the glazed pedestrian lift. The transparency of the facadedesign provides for good passive surveillance of the ground and first level car parking whenviewed from Mount Street and North Parade. The openness of the proposed facades will providea high perception of safety when viewed from within the car park with good visual access to thesurrounding streets. The landscape design proposes clear, unobstructed views of the car parkingfrom Mount Street and North Parade.Views to the subject site are constrained to the north, east and west by the Centrelink building,TAFE buildings and Mt Druitt Courthouse. The subject site is clearly visible from the adjoiningpublic realm – North Parade, Mount Street and the railway line, and there are distant views to thesite from Mt Druitt Railway Station.While the carpark will be highly visible from the surrounding public realm the visual impact of theProposal will be positive as the car park will occupy a vacant site of poor visual quality and thebuilding will complement the scale and massing of surrounding buildings. The function of the carpark will be compatible with surrounding land uses and it will also better define and activate thebuilt edge along North Parade providing a heightened perception of safety.The car park will be further integrated with the surrounding area and complement the visualcharacter of its setting by the building façade design and landscape treatment. The building is tobe simple and functional with minimal embellishment of the façade and incorporate a colourpalette that complements neighbouring built structures. The landscape design incorporatesupgraded footpaths and buffer planting along North Parade and Mount Street that will contributeto the unification and enhancement of the streetscape.R-VisualImpactAssessment-23Nov10 Final.docStatus:- FINALPage 42 of 42

Mount Druitt Commuter Car ParkReview of Environmental FactorsAppendix ENoise and vibration assessmentKMH-2010123a REF Rev 4 docStatus: Final

KMH-2010123a REF Rev 4 docStatus: FinalMount Druitt Commuter Car ParkReview of Environmental Factors

Commuter Car Park and Interchange ProgramMount Druitt Commuter Car ParkNoise and Vibration Impact AssessmentReport Number 610.0829729 November 2010Transport Construction AuthorityLocked Bag 6501ST LEONARDS NSW 2065Version: Revision 1

Commuter Car Park and Interchange Program 2 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Commuter Car Park and Interchange ProgramMount Druitt Commuter Car ParkNoise and Vibration Impact AssessmentPREPARED BY:Heggies Pty Ltd2 Lincoln Street Lane Cove NSW 2066 Australia(PO Box 176 Lane Cove NSW 1595 Australia)Telephone 61 2 9427 8100 Facsimile 61 2 9427 8200Email sydney@heggies.com Web www.heggies.comDOCUMENT CONTROLReference Status Date Prepared Checked Authorised610.08297 Revision 1 29 November 2010 Robert Hall Andrew Parker Andrew ParkerDavid Geiger610.08297 Revision 0 23 November 2010 Robert HallDavid GeigerAndrew Parker Andrew ParkerHeggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 3 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1TABLE OF CONTENTS1 INTRODUCTION............................................................................................................................52 SITE DESCRIPTION......................................................................................................................52.1 Description of Development Site..........................................................................................52.2 Existing Ambient Noise Levels.............................................................................................63 PROPOSED CONSTRUCTION WORKS ......................................................................................64 CONSTRUCTION NOISE & VIBRATION ASSESSMENT ............................................................84.1 Noise Goals..........................................................................................................................84.2 Noise Modelling....................................................................................................................94.3 Comments on Results........................................................................................................124.4 Mitigation Measures...........................................................................................................124.5 Ground-borne Vibration - Safe Working Distances............................................................144.6 Out of Hours Works ...........................................................................................................155 OPERATIONAL NOISE AND VIBRATION ASSESSMENT.........................................................155.1 Noise Assessment Guidelines ...........................................................................................155.2 Existing Acoustic Environment...........................................................................................155.3 Car Park Noise Goals ........................................................................................................165.4 Car Park Operational Noise Assessment ..........................................................................175.5 Operational Noise Discussion............................................................................................185.6 Operational Vibration .........................................................................................................185.6.1 Operational Vibration Trigger Levels.....................................................................185.6.2 Operational Vibration Assessment ........................................................................196 CONCLUSION .............................................................................................................................207 CLOSURE ....................................................................................................................................20Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 4 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1TABLE OF CONTENTSTABLESTable 1 Attended Noise Measurement Results..............................................................................6Table 2 Construction Scenarios .....................................................................................................7Table 3 Court House Internal Noise Goals.....................................................................................8Table 4 Summary of Sound Power Levels used for Construction Equipment (Prior to Mitigation)10Table 5 Construction Noise Predictions .......................................................................................11Table 6 Additional Mitigation Measures Matrix - Airborne Construction Noise (from TCAConstruction Noise Strategy) ..........................................................................................13Table 7 Recommended Safe Working Distances for Vibration Intensive Plant ...........................14Table 8 Estimated Average Background LA90 Noise Levels from AS1055.2-1997. ...................16Table 9 Operational Noise Goals .................................................................................................16Table 10 Predicted Noise Levels at Nearest Sensitive Receivers .................................................17Table 11 Typical Vehicle Noise Events ..........................................................................................18Table 12 Trigger Levels for Intermittent Vibration ..........................................................................19FIGURESFigure 1 Site Plan ............................................................................................................................5APPENDICESAppendix A Acoustic TerminologyHeggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 5 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 11 INTRODUCTIONThe Commuter Car Park and Interchange Program is a NSW Government initiative to delivercommuter car parking facilities across the greater Sydney metropolitan area including theCentral Coast, the Blue Mountains and the Hunter region.As part of this program, Transport Construction Authority (TCA) is proposing to construct amulti-storey car park with a capacity of approximately 220 car spaces on the northern side of therailway corridor, east of Mount Druitt Railway Station.Heggies Pty Ltd (SLR Heggies) has been engaged by TCA to assess the potential noise and vibrationemissions associated with the proposed car park during construction and operation.Specific acoustic terminology is used within this report. An explanation of common terms is includedas Appendix A.2 SITE DESCRIPTION2.1 Description of Development SiteAn aerial photograph of the area surrounding Mount Druitt Station is provided in Figure 1. From thisfigure, it can be seen that the proposed car park is located north of the railway corridor and NorthParade. The site is bounded by a commercial property to the north and the Mount Druitt Court Houseto the west. The TAFE NSW – Western Sydney Institute educational facility is located on the oppositeside of Mount Street. A number of residential receivers are located along Beames Avenue and DixonStreet, south of the railway corridor.Figure 1Site PlanImage courtesy of GoogleHeggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 6 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1The car park will be operational 24 hours per day. However, it is anticipated that the hours duringwhich the car park would receive its greatest use would be similar to peak commuter times, namelybetween 6.00 am and 9.00 am and between 4.30 pm and 7.30 pm Monday to Friday. As aconservative assumption for this assessment, it has been assumed that the car park would be fullyutilised during its operational stage and that half of the car park would fill up during the first hour of themorning peak period.The area is currently exposed to noise emissions from road traffic on the busy North Parade andadjoining local streets as well as train noise from operations on the adjacent railway line.2.2 Existing Ambient Noise LevelsIn order to establish the ambient noise levels in the area, an operator-attended noise survey wasconducted at the monitoring locations presented in Figure 1, in accordance with the proceduresdescribed in AS 1055-1997, “Acoustics – Description and Measurement of Environmental Noise”.The measurements were carried out using a Brüel & Kjær Type 2260 Sound Level Meter (serialnumber 2414605) during the daytime period on 5 October 2010, between 3.15 pm and 4.30 pm. Theresults are provided in Table 1 referencing the locations shown in Figure 1.Table 1Attended Noise Measurement ResultsMeasurement LocationAmbient Noise Level LA90 (dBA)(a) Mount Street 50(b) Cnr Beames Ave and Dixon Street 473 PROPOSED CONSTRUCTION WORKSThe construction works associated with the proposed commuter car park will consist of the followingmain activities:Demolition.Earthworks to level and grade the site.Construction of the car park.In order to minimise the potential noise and vibration impacts upon nearby sensitive receivers,construction works are proposed to be undertaken during standard daytime periods (7.00 am to6.00 pm Monday to Friday and 8.00 am to 1.00 pm on Saturdays). The proposed demolition,excavation and construction works will be undertaken using standard plant and equipment frequentlyused on many other similar sites.In order to assess the potential noise and vibration impacts during construction, a number of scenarioscomprising typical plant and equipment have been developed. These are summarised in Table 2.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 7 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 2Construction ScenariosReference Scenario Equipment1 Demolition of existing structure andsite clearing2 Relocation of services andpreparation of substructure3 Construct floor slabs, columns andwalls1 x Bobcat1 x Jack hammer1 x D8 Dozer1 x Excavator hammer1 x Grader1 x Dump truck (10 tonne)1 x Concrete Saw2 x Excavator (20 tonne)1 x Excavator1 x Dump truck (5 tonne)1 x Trench CompactorHand Tools1 x Jack hammer1 x Generator1 x CFA Rig1 x Hiab1 x Concrete Pump2 x Concrete TruckHand Tools4 Construction of external cladding 1 x Jackhammer1 x Truck (small)Hand Tools5 Construction of external road worksand footpaths1 x Concrete Pump1 x Concrete Truck1 x Paving machine1 x Grader1 x Excavator1 x Truck1 x Mobile crane1 x GrinderHand ToolsHeggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 8 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 14 CONSTRUCTION NOISE & VIBRATION ASSESSMENT4.1 Noise GoalsGuidance on applicable construction noise goals for commercial and residential receivers is takenfrom DECCW’s Interim Construction Noise Guideline.For construction work during standard hours, a noise management level (LAeq(15minute)) ofRBL + 10 dBA applies for residential receivers. This is aimed to represent the level above which theremay be some community reaction to construction noise. Where the predicted levels exceed the noisemanagement level, all feasible and reasonable work practices should be applied to minimise thepotential noise impacts. The proponent should also inform all potentially impacted residents of thenature of works to be carried out, the expected noise levels and duration, as well as contact details.Where LAeq(15minute) construction noise levels are predicted to exceed 75 dBA, the relevant authority(consent, determining or regulatory) may require respite periods to be observed. This may includerestricting the hours that the very noisy activities can occur, taking into account:Times identified by the community when they are less sensitive to noise (such as before and afterschool for works near schools, or mid-morning or mid-afternoon for works near residences).If the community is prepared to accept a longer period of construction in exchange for restrictionson construction times.Due to the broad range of sensitivities that commercial or industrial land can have to noise fromconstruction, the process of defining management levels is separated into different categories. Theexternal noise levels should be assessed at the most-affected occupied point of the premises:Industrial premises: external LAeq(15minutes) 75 dBAOffices, retail outlets: external LAeq(15minutes) 70 dBAOther businesses that may be sensitive to noise.Other noise-sensitive businesses will require separate project specific noise goals and it is suggestedby DECCW that the internal construction noise levels at these premises are referenced to the‘maximum’ internal levels presented in AS 2107 Acoustics – Recommended design sound levels andreverberation times for building interiors.For a Court, the recommended maximum LAeq noise levels in the AS 2107:2000 are presented inTable 3 below.Table 3Court House Internal Noise GoalsType of OccupancyNoise Level (LAeq)Court rooms 35Court reporting and transcript areas 40Judge’s chambers 40Legal and interview rooms 45Waiting areas 50A visit to the Court House was carried out by SLR Heggies personnel on 28 October 2010 in order toidentify were noise sensitive spaces are located in the building and to provide a basis for estimatingnoise transmission losses from the proposed development site to each space. The identified noisesensitive spaces and the corresponding main noise transmission paths are: The Court Rooms – noise break-in through the skylights.Recording Room – noise break-in through external glazing, a hallway and the door.Magistrates Chambers – noise break-in through solid masonry wall.General Office – noise break-in through courtyard and glazing.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 9 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Of these spaces, the Court Rooms have the most stringent noise goal. The Court Rooms are alsolikely to have the lowest noise reduction from potential future construction noise given that the otherspaces have either masonry walls or multiple building elements separating the spaces to the externalenvironment. On this basis, the assessment focuses on achieving the noise goals in the CourtRooms, which would be sufficient to meet the requirements in the other spaces as well.The noise goal for the TAFE educational facility is LAeq(15minutes) 45 dBA and refers to internal noiselevel when the properties are being used.4.2 Noise ModellingUsing specific knowledge of the courthouse layout, geometries of the spaces, glazing type andconstruction detail, noise break-in to the court rooms has been predicted. An overall noise reductionof 41 dBA from outside to inside has been established. This reflects the location of the courtroomsbeing such that most of the courtroom facades are internal to the building with main noise break-in viathe skylights. As such, an external free-field LAeq(15minutes) noise level of 76 dBA could be accepted inorder not to exceed the internal noise requirement.In order to quantify noise emissions from the proposed construction works, spreadsheet noisecalculations have been undertaken to predict the LAeq(15minute) noise levels at the nearest sensitivereceivers. The calculations include the source noise levels of the anticipated equipment, the locationof the nearest sensitive receivers, the number of plant items likely to be operating at any given timeand the distance between the equipment and the receivers.The LAeq(15minute) sound power levels used in this assessment are based on source data provided in: Draft Australian Standard DR AS 2436 “Guide to noise and vibration control on constructiondemolition and maintenance sites”; British Standard BS 5228.1 1997 “Code of practice for noise and vibration control onconstruction and open sites”; British Department of Environment Food and Rural Affairs (DEFRA) “Update of noise databasefor prediction of noise on construction and open sites Phase 3: Noise measurement data forconstruction plant used on quarries” – 2006;US Department of Transport, FHWA “Construction equipment noise levels and ranges”;This source data has also been compared and verified through Heggies extensive experience onconstruction sites. The sound power levels for the equipment assumed in the modelling are presentedin Table 4.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 10 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 4Summary of Sound Power Levels used for Construction Equipment(Prior to Mitigation)Plant ItemL Aeq Sound Power Level (dBA)Jackhammer 108Hand Tools 94Chainsaw 110Bobcat 104D8 Dozer 115Excavator hammer 112Grader 105Dump truck (10 tonne) 100Concrete Saw 115Excavator (20 tonne) 99Dumper (5 tonne) 95Truck mounted HIAB 98CFA Rig 108Concrete Pump 106Concrete Truck 106Generator 101Truck (small) 102Trench Compactor 106Paving Machine 104Mobile Crane 104Grinder 111Construction noise levels have been predicted at the nearest receiver locations on the basis of thesound power levels presented in Table 4 and the construction scenarios presented in Table 2. Theresults are presented in Table 5.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 11 Report Number 610.08297Mount Druitt Commuter Car Park 29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 5Construction Noise PredictionsReference Scenario Most Potentially Affected Receivers Background LA90Noise Level (dBA) 11 Demolition of existingstructure and site clearingLAeq(15minute) Noise Level (dBA)NoiseManagementLevelPredicted NoiseLevel3 Mount Street (Commercial) 50 70 86 1659 North Pde (Court House) 50 76 2 82 6TAFE NSW - Western Sydney Institute 50 65 3 76 112 Dixon Street (Residential) 47 57 67 10Exceedance ofNoiseManagementLevel2 Relocation of services andpreparation of substructure3 Construct floor slabs,columns and walls4 Construction of externalcladding3 Mount Street (Commercial) 50 70 73 359 North Pde (Court House) 50 76 2 70 -TAFE NSW - Western Sydney Institute 50 65 3 64 -2 Dixon Street (Residential) 47 57 54 -3 Mount Street (Commercial) 50 70 80 1059 North Pde (Court House) 50 76 2 76 -TAFE NSW - Western Sydney Institute 50 65 3 70 52 Dixon Street (Residential) 47 57 61 43 Mount Street (Commercial) 50 70 75 559 North Pde (Court House) 50 76 2 72 -5 Construction of external roadworks and footpathsTAFE NSW - Western Sydney Institute 50 65 3 66 12 Dixon Street (Residential) 47 57 56 -3 Mount Street (Commercial) 50 70 81 1159 North Pde (Court House) 50 76 2 77 1TAFE NSW - Western Sydney Institute 50 65 3 71 62 Dixon Street (Residential) 47 57 62 5Note 1. Indicative background noise level at 59 North Pde (Court House) and TAFE NSW from operator attended ambient noise survey on Mount Street (refer to Figure 1 for site diagram).Note 2. External noise level at the Court House as described in Section 4.2.Note 3. External noise level based on a 20 dBA reduction for typical building construction with no special acoustic treatment assuming windows are closed. This assumption is based on the relatively highroad traffic noise levels in the area.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 12 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 14.3 Comments on ResultsThe commercial property north of the development site has no window or entrance facing thedevelopment. The predicted construction noise levels in Table 5 represent the eastern and westernfacades of the building. Exceedances of the noise management levels of up to 16 dBA are predicted.The construction noise levels are predicted to exceed the noise management levels by up to 6 dBA atthe nearby Court House.Predicted noise levels at the nearby TAFE educational facility exceed the noise management levelsfor some scenarios, but not by more than 11 dBA.Exceedances of the noise management levels of up to 10 dBA are predicted for the residentialreceivers south of the railway corridor.4.4 Mitigation MeasuresTCA has prepared a “Construction Noise Strategy (Rail Projects)” which provides practical guidanceon how to minimise, to the fullest extent practicable, the impacts on the community from noise andvibration generated during the construction of rail projects (and related infrastructure) through theapplication of all feasible and reasonable mitigation measures. The Construction Noise Strategy isavailable for download on TCA’s website (www.tca.nsw.gov.au).The strategy includes a standard suite of noise and vibration management measures that are to beapplied on all projects and additional mitigation measures when construction noise or vibration ispredicted to exceed the project’s construction noise and vibration objectives.The standard suite of mitigation measures includes management measures such as communityconsultation, site inductions (with guidance on how to minimise noise and vibration) and thepreparation of site specific Construction Noise and Vibration Management Plans. The strategy alsoincludes several recommendations for reducing the source noise levels of construction equipment viagood planning and equipment selection.In many instances, it is not feasible to achieve the construction noise objectives and therefore the TCAConstruction Noise Strategy includes a list of additional noise mitigation measures which aim toreduce the potential noise impacts. These include measures ranging from letter-box drops and phonecalls to offers of alternative accommodation (for noise intensive night-time works). A summary of theadditional noise mitigation measures matrix is provided in Table 6. The purpose of letter box drops isto provide specific notification of the duration and timing of the construction activities so that residentsare informed about the proposed works ahead of time. The purpose of the monitoring is to validatethe construction noise predictions and confirm that the noise levels from individual equipment are notexcessive.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 13 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 6Additional Mitigation Measures Matrix - Airborne Construction Noise(from TCA Construction Noise Strategy)Notes:1. The following abbreviations are used: Alternative accommodation (AA), Monitoring (M), Individual briefings (IB), Letterbox drops (LB), Project specific respite offer (RO), Phone calls (PC), Specific notifications (SN).2. For some types of construction activities (refer Appendix B of the TCA Construction Noise Strategy), a qualitativeassessment of the potential noise impacts can be undertaken in lieu of detailed noise modelling. For these activities,noise mitigation measures should be evaluated on the basis of the noise levels being noticeable, clearly audible,moderately intrusive or highly intrusive. The qualitative assessment should consider the type of equipment being used,the character of the noise emissions, time of day, the location of the nearest receivers and the noise sensitivity of thenearest receivers. Where a qualitative assessment is being undertaken, this will need to be approved by theEnvironmental Management Representative.During the detailed design stage, it is recommended that a site specific Construction Noise andVibration Management Plan is prepared, consistent with the requirements of the TCA ConstructionNoise Strategy and DECCW’s Interim Construction Noise Guideline.On the basis of the predicted noise levels presented in Section 4.2, the standard suite of noisemitigation measures is recommended to be applied during all construction scenarios. Further to this,3 m high hoardings are recommended along the western site boundary to mitigate the predicted noiseexceedances.The commercial property at 3 Mount Street has no windows or entrances facing the construction site.Despite its close proximity, it is therefore not envisaged to be very affected by the airborneconstruction noise.Although some exceedances are predicted at the TAFE educational facility, hoardings on the easternboundary of the development site have not been considered reasonable and feasible due to therequired height of any hoardings being excessive in order to achieve a significant improvement.Feedback from potentially affected receivers should be considered in selecting appropriate mitigationmeasures.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 14 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 14.5 Ground-borne Vibration - Safe Working DistancesFor the proposed car park, equipment likely to generate ground-borne vibration includesjackhammers, CFA rig, excavators, vibratory rollers and dump trucks.As a guide, safe working distances for typical items of vibration intensive plant are listed in Table 7.The safe working distances are quoted for both “cosmetic” damage (refer BS 7385) and humancomfort (refer BS 6472).Table 7Recommended Safe Working Distances for Vibration Intensive PlantPlant ItemRating/DescriptionSafe Working DistanceCosmeticDamage(BS 7385)HumanResponse(BS 6472)Vibratory Roller< 50 kN (Typically 1-2 tonnes) 5 m 15 m to 20 m< 100 kN (Typically 2-4 tonnes) 6 m 20 m< 200 kN (Typically 4-6 tonnes) 12 m 40 m< 300 kN (Typically 7-13 tonnes) 15 m 100 m> 300 kN (Typically 13-18 tonnes) 20 m 100 m> 300 kN (> 18 tonnes) 25 m 100 mSmall Hydraulic Hammer (300 kg - 5 to 12t excavator) 2 m 7 mMedium Hydraulic Hammer (900 kg – 12 to 18t excavator) 7 m 23 mLarge Hydraulic Hammer (1600 kg – 18 to 34t excavator) 22 m 73 mVibratory Pile Driver Sheet piles 2 m to 20 m 20 mPile Boring ≤ 800 mm 2 m (nominal) N/AJackhammer Hand held 1 m (nominal) Avoid contactwith structureNote: More stringent conditions may apply to heritage or other sensitive structuresIt is noted that for this type of development with construction plant as per Table 2, many of these typesof vibratory plant will not be used.The safe working distances presented in Table 7 are indicative and will vary depending on theparticular item of plant and local geotechnical conditions. They apply to cosmetic damage of typicalbuildings under typical geotechnical conditions. Vibration monitoring is recommended to confirm thesafe working distances at specific sites.In relation to human comfort (response), the safe working distances in Table 7 relate to continuousvibration and apply to residential receivers. For most construction activities, vibration emissions areintermittent in nature and for this reason, higher vibration levels, occurring over shorter periods areallowed, as discussed in BS 6472-1. Not withstanding the above, it is noted that the nearestresidential receivers fall within the safe working distance of only the heaviest items of plant in thetable.The distances to the nearby commercial receiver and the court house may fall within the safe workingdistances with regard to “Cosmetic Damage” for several of the plant items. It is recommended thatattended vibration monitoring be undertaken should such work be carried out.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 15 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 14.6 Out of Hours WorksAs with many infrastructure projects there may be activities that will be required to be undertakenoutside of normal construction hours (eg due to safety reasons).For out of hours work, the more noise intensive activities would potentially exceed the night-timeconstruction goals by significant margins. Where programming permits, noise intensive activitiesshould be scheduled during the daytime period.The assessment of potential impacts and identification of reasonable and feasible mitigation measureswould be undertaken in accordance with TCA’s Construction Noise Strategy (Rail Projects) and inconsultation with the directly affected community members.5 OPERATIONAL NOISE AND VIBRATION ASSESSMENT5.1 Noise Assessment GuidelinesThe noise limits for the operational noise emissions from within the car park are derived from the NSWDECCW’s Industrial Noise Policy (INP) 1 . The INP assessment procedure for industrial noise sourceshas two components: Controlling the intrusive noise impacts in the short-term for residents.Maintaining noise level amenity for particular land uses for residences and other land uses.The intrusive LAeq(15minute) noise limit for residential receivers limits noise emission levels to theRating Background Level plus 5 dBA.The amenity noise limit defines acceptable (and recommended maximum) noise levels in absoluteterms. In situations where the existing ambient noise levels within a locality already exceed theacceptable noise levels, acceptable levels are redefined to account for high ambient noise levels.Intermittent noises, in particular those with short durations, due to activities such as cars starting or cardoors closing are not directly addressed by the INP. In order to minimise the risk of sleepdisturbance resulting from these sources, the DECCW’s “INP Application Notes” recommends thatthe LA1(60second) noise level outside a bedroom window should not exceed the prevailing backgroundLA90 noise level by more than 15 dBA during the 10.00 pm to 7.00 am night-time period.5.2 Existing Acoustic EnvironmentIn order to quantify the existing ambient noise levels, reference was made to the estimated averagebackground A-weighted sound pressure levels (LA90) contained in Australian Standard AS1055.2-1997 Acoustics-Description and measurement of environmental noise Part 2: Application to specificsituations. Attended noise measurements were performed using a calibrated Brüel and Kjær 2260Precision Sound Level Meter (serial number 2335604) for the airborne noise. Instrument calibrationwas checked before and after each measurement survey, with the variation in calibrated levels notexceeding the acceptable variation of ±0.5 dBA (AS 1055).The acoustic instrumentation (SLM and calibrator) employed throughout the monitoring programmewas designed to comply with the requirements of AS 1259.2-1990, “Sound Level Meters” and carrycurrent NATA or manufacturer calibration certificates.1 Typically either the INP or DECCW’s Environmental Criteria for Road Traffic Noise (ECRTN) areused for acoustical assessments of car parks. For this particular assessment, the INP has beenselected for noise goals as it has been found to be more applicable to the specific site and alsoprovides more stringent noise goals in this case.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 16 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1The estimated background noise levels are summarised in Table 8. In addition, operator-attendedmeasurements were conducted during the daytime period on 5 October 2010, between 3.15 pm and4.30 pm at monitoring locations as shown in Figure 1 and summarised in Table 1.Table 8Estimated Average Background LA90 Noise Levels from AS1055.2-1997.NoiseAreaCategoryR3Description ofneighbourhoodAreas withmedium densitytransportation orsome commerceor industryAverage background A-weighted sound pressure level, LA90 (dBA)Monday to SaturdaySundays and Public Holidays0700-1800 1800-2200 2200-0700 0900-1800 1800-2200 2200-090050 45 40 50 45 40From the information contained in Table 1 and Table 8 it is seen that the average daytime backgroundLA90 background noise levels estimated from AS 1259.2-1990 are comparable to those measuredduring the daytime operator-attended ambient monitoring and as such verify the estimatedbackground noise levels used for the operational noise assessment.5.3 Car Park Noise GoalsA summary of the project specific noise limits and sleep disturbance screening criterion for the carpark is presented in Table 9.Table 9Operational Noise GoalsType ofReceiverTime of Noise Level dBADay 1 ANL 2 RBL(period) LA90(15minute) 3INP CriteriaIntrusiveLAeq(15minute)Criterion forNew SourcesAmenityLAeq(Period)Criterion forNewSources 4SleepDisturbanceScreeningCriterionLA1(60sec)(dBA)Residential Day 60 50 55 60 n/aEvening 50 45 50 50 n/aNight 45 40 45 45 55TAFE When in use 45 n/a n/a 55 5 n/a(internal)Commercial When in use 65 n/a n/a 65 n/aPremisesCourt Room When in use 35 n/a n/a 76 6 n/a(internal)Note 1: DECCW Governing Periods - Day: 7.00 am to 6.00 pm, Evening: 6.00 pm to 10.00 pm,Night: 10.00 pm to 7.00 am.Note 2: ANL Acceptable Noise Level for an urban areaNote 3: RBL Rating Background Level from existing environment estimation as described in Section 5.2.Note 4: Site observations and attended measurements indicated high levels of road traffic noise and no significant noisegenerating industrial sources at the receiver location hence the Amenity criteria is the same as the ANL unlessotherwise stated.Note 5: External noise level to give internal noise level of 45 dBA based on a 10 dBA reduction for typical buildingconstruction with no special acoustic treatment and windows sufficiently open for ventilation.Note 6: External noise level to give AS 2107:2000 internal Court Room noise level of 35 dBA based on calculated overallnoise reduction of 41 dBA from outside to inside for the Court Rooms as discussed in Section 4.2.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 17 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 15.4 Car Park Operational Noise AssessmentAcoustic modeling of the carpark noise emissions has been carried out using the methodology ofBayerisches Landesamt für Umwelt’s report Parking Area Noise. Input data on the assumed numberof vehicle movements for noise modeling purposes are described in Section 1 and Section 2. TheParking Area Noise prediction methodology utilises an LAeq based source sound power level that isrepresentative of the movement of one complete vehicle movement in one hour (i.e. entering the carpark, searching for a car parking space, open and closing car doors, re-starting the engine and exitingthe car park). Hence the major variables accounted for in this methodology include the number ofvehicle movements, the location of the car park relative to noise sensitive receivers and the surfacefinish (eg sealed asphalt, unsealed gravel etc).Predicted noise levels from the operation of the proposed car park are presented in Table 10.Table 10 Predicted Noise Levels at Nearest Sensitive ReceiversReceiverType ofReceiverPeriodNoise Level dBAPredicted noise levelINP CriteriaExceedance(dBA)LAeq15min Laeq(period)Intrusive Amenity Intrusive AmenityLAeq(15minute)Criterion forNewSourcesLAeq(Period)Criterionfor NewSources1. 3 MountStreet2. 59North Pde(CourtHouse)3. NSWTAFE –WesternSydney4.BeamesAveCommercialCommercialCommercialResidenceWhen inuse(Daytime)When inuse(Daytime)When inuse(Daytime)n/a 59 n/a 65 n/a niln/a 55 n/a 76 n/a niln/a 49 n/a 55 n/a nilDaytime 44 40 55 60 nil nilEvening - - 50 50 n/a n/aNight 37 32 45 45 nil nilNote 1:Noise levels for the evening period are not covered in the parking Area Noise prediction methodology and aretherefore not providedIt is noted that the predicted operational noise levels at the nearest sensitive receivers comply with theproject noise goals. On the basis that the car park noise levels are predicted to comply with the noiselimits during the daytime and night-time periods, it can safely be assumed that the noise levels duringthe evening period are unlikely to be excessive.With regard to short-term noise events such as door closings, cars accelerating, engine starts etc,spreadsheet noise propagation calculations have been undertaken in order to predict the LA1(60second)noise levels from such activities at the nearest sensitive receivers. The LA1(60second) may be likenedto the typical maximum noise level of a particular event. The LA1(60second) noise levels are used todetermine whether a particular noise event has the potential to cause sleep disturbance. Thepredicted LA1(60second) noise levels are presented in Table 11.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 18 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 11 Typical Vehicle Noise EventsSourceTypical LA1(60sec) Sound PowerLevel (dBA)Car Moving 83 to 90 37Car Door Closing 88 to 93 42Car Starting 91 to 97 45Car Accelerating 93 to 98 47Typical LA1(60sec) Sound PressureLevel at 80 m(dBA)These predicted LA1(60second) noise levels are below the sleep disturbance screening criterion of55 dBA at the nearest residential receiver location at Beames Ave which is located approximately80 m from the proposed commuter car park site.5.5 Operational Noise DiscussionThe ambient noise environment at the nearest residential receivers is dominated by existing roadtraffic and rail noise. The proposed development would not introduce any new noise sources to thearea as it would be built on a site near existing car parks. The distance to the nearest sensitivereceivers would also not be significantly reduced. Consequently, the maximum noise levels fromshort-term events, such as door slams, engine start-ups and cars accelerating are not predicted toincrease as a result of the upgraded car park.The commercial building on the northern boundary of the site is not predicted to experience asignificant noise impact due to the operational noise from the car park. The noise environment at thenearby TAFE would continue to be dominated by the road noise from existing local streets.In terms of additional traffic on nearby streets, only a very minor increase in traffic flow would beexpected due to the proposed car park. It would also mostly be limited to peak commuter times. Onthis basis, the noise level contribution from activities within the upgraded car park and any additionalroad traffic to and from the car park would be considered insignificant when compared to existinglevels of road traffic noise.5.6 Operational Vibration5.6.1 Operational Vibration Trigger LevelsThe DECCW’s “Assessing Vibration: a technical guideline” is based on British Standard BS 6472-1992and provides vibration trigger levels to minimise the disturbance to building occupants fromcontinuous, impulsive and transient vibration. For road vehicle passbys, the DECCW guidelineclassifies vibration levels as being intermittent.For intermittent vibration at residential receiver locations, vibration trigger levels are expressed interms of the Vibration Dose Value (VDV) during the daytime (7.00 am to 10.00 pm) and night-time(10.00 pm to 7.00 am) periods. The VDV is a measure that takes into account the overall magnitudeof the vibration levels during a vehicle movement, as well as the total number of vehicle movementsduring the daytime and night-time periods.The proposed vibration trigger levels are summarised in Table 12.Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 19 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 1Table 12 Trigger Levels for Intermittent VibrationLocationVDV (m/s 1.75 ) 1Day(7am - 10 pm)Residential Properties 0.2 0.13Offices, Schools, Educational Institutions and Places of Worship 0.4 0.4Note 1:Night(10 pm - 7 am)Vibration Dose Values (VDVs) are based on the “preferred” values in the DEC guideline Assessing vibration: atechnical guideline (2006)The levels of vibration required to cause damage to buildings tend to be at least an order of magnitude(10 times) higher than those at which people consider the vibration acceptable. Hence, the controllingdesign goals will still be the human comfort design goals, and it is therefore not necessary to setseparate design goals for this proposal in relation to building damage or damage to building contentsfrom operational vibration.5.6.2 Operational Vibration AssessmentSection B2.3 of the DECC vibration guideline provides a calculation procedure for determining theVibration Dose Values (VDV) on the basis of the measured (or predicted) rms vibration velocity levels.For the daytime and night-time periods, the eVDV(overall) is based on the following formula:eVDV(overall) = 0.07 x V rms x (t x N) 0.25 (m/s 1.75 )Where: t represents the time period for a representative vehicle movement.Vrms is the vibration level for a representative vehicle movement.N represents the number of vehicle movements within the assessment period(daytime or night-time).On the basis of the assumption that the car park would be fully utilised during the daytime andnight-time periods (i.e. 220 movements for both the daytime and night-time) and with an assumedvehicle speed of 20 km/h, the allowable RMS vibration velocity level would be 1.3 mm/s in order tocomply with the VDV trigger level of 0.4 m/s 1.75 for commercial receivers.On the basis of SLR Heggies’ experience with vehicle induced vibration it is considered unlikely thatvehicle movements within the car park would result in vibration velocity levels of even one third thatrequired to exceed the trigger levels for the nearby commercial receivers (including the court house).However it should be noted that discontinuities in the surface such as speed bumps and drainagegrids could result in increased levels of vibration at nearby sensitive receivers. This is particularly truefor multi level car parks that incorporate suspended floor slabs that can be excited by an impulsiveforce such as a vehicle traversing a speed bump. A key consideration would be to ensure that theproposed car park is not coupled to adjacent sensitive receivers such as by removing connectionsbetween adjacent facades or utilising a common floor slab (as well locating and sizing thesediscontinuities appropriately).Heggies Pty LtdA member of SLR Group

Commuter Car Park and Interchange Program 20 Report Number 610.08297Mount Druitt Commuter Car Park29-Nov-2010Noise and Vibration Impact Assessment Revision 16 CONCLUSIONThis report assesses the potential noise and vibration impacts associated with the proposedmulti-storey commuter car park on the northern side of the railway corridor near Mount Druitt Station.The report addresses construction noise, construction vibration and operational noise at nearbysensitive receivers.Construction noise has been predicted based on a number of scenarios and known noise data fortypical items of plant. The predicted noise levels were shown to generally exceed the NoiseManagement Levels. As such, the standard suite of noise mitigation measures documented in TCA’s“Construction Noise Strategy (Rail Projects)” is recommended to be implemented to ensure that noiseemissions are minimised. It is recommended that hoardings be erected on the western boundarysubject to a detailed design to mitigate construction noise affecting the Court House near thedevelopment site.During the detailed design stage, it is recommended that a site specific Construction Noise andVibration Management Plan be prepared, consistent with the requirements of the TCA ConstructionNoise Strategy and DECCW’s Interim Construction Noise Guideline.The commercial receiver to the north of the site and the Court House to the west may fall within thesafe working distance with regard to “Cosmetic damage” and vibration monitoring is recommended ifequipment such as that discussed in Section 4.5 is used.Operational noise and vibration levels have been predicted at the nearest sensitive receivers. Thepredicted noise and vibration levels are not predicted to exceed the nominated project specific noisegoals and hence the proposed car park is not expected to have an appreciable adverse impact on theacoustic amenity of the community or nearby neighbours of the proposal.During the detailed design stage is suggested that continuous ambient noise monitoring beundertaken for a period of one (1) week in order to confirm the estimated background noise levelsused in this assessment.7 CLOSUREThis report has been prepared by Heggies Pty Ltd with all reasonable skill, care and diligence, andtaking account of the manpower and resources devoted to it by agreement with the client. Informationreported herein is based on the interpretation of data collected and has been accepted in good faith asbeing accurate and valid.This report is for the exclusive use of Transport Construction Authority; no warranties or guaranteesare expressed or should be inferred by any third parties. This report may not be relied upon by otherparties without written consent from Heggies.Heggies disclaims any responsibility to the client and others in respect of any matters outside theagreed scope of the work.Heggies Pty LtdA member of SLR Group

Acoustic TerminologyAppendix AReport Number610.08297Page 1 of 11 Sound Level or Noise LevelThe terms “sound” and “noise” are almost interchangeable,except that in common usage “noise” is often used to refer tounwanted sound.Sound (or noise) consists of minute fluctuations inatmospheric pressure capable of evoking the sense of hearing.The human ear responds to changes in sound pressure over avery wide range. The loudest sound pressure to which thehuman ear responds is ten million times greater than thesoftest. The decibel (abbreviated as dB) scale reduces thisratio to a more manageable size by the use of logarithms.The symbols SPL, L or LP are commonly used to representSound Pressure Level. The symbol LA represents A-weightedSound Pressure Level. The standard reference unit for SoundPressure Levels expressed in decibels is 2 x 10 -5 Pa.2 “A” Weighted Sound Pressure LevelThe overall level of a sound is usually expressed in terms ofdBA, which is measured using a sound level meter with an “Aweighting”filter. This is an electronic filter having a frequencyresponse corresponding approximately to that of humanhearing.People’s hearing is most sensitive to sounds at midfrequencies (500 Hz to 4000 Hz), and less sensitive at lowerand higher frequencies. Thus, the level of a sound in dBA is agood measure of the loudness of that sound. Differentsources having the same dBA level generally sound aboutequally loud.A change of 1 dBA or 2 dBA in the level of a sound is difficultfor most people to detect, whilst a 3 dBA to 5 dBA changecorresponds to a small but noticeable change in loudness. A10 dBA change corresponds to an approximate doubling orhalving in loudness. The table below lists examples of typicalnoise levelsSoundPressure Level(dBA)TypicalSourceSubjectiveEvaluation130 Threshold of pain Intolerable120 Heavy rock concert110 Grinding on steel100 Loud car horn at 3 mExtremely noisyVery noisy90 Construction site withpneumatic hammering80 Kerbside of busy street Loud70 Loud radio or television60 Department store Moderate to quiet50 General Office40 Inside private office Quiet to very quiet30 Inside bedroom20 Recording studio Almost silentOther weightings (eg B, C and D) are less commonly used thanA-weighting. Sound Levels measured without any weightingare referred to as “linear”, and the units are expressed asdB(lin) or dB.3 Sound Power LevelThe Sound Power of a source is the rate at which it emitsacoustic energy. As with Sound Pressure Levels,Sound Power Levels are expressed in decibel units (dB ordBA), but may be identified by the symbols SWL or LW, or bythe reference unit 10 -12 W.The relationship between SoundPower and Sound Pressure may be likened to an electricradiator, which is characterised by a power rating, but has aneffect on the surrounding environment that can be measuredin terms of a different parameter, temperature.4 Statistical Noise LevelsSounds that vary in level over time, such as road traffic noiseand most community noise, are commonly described in termsof the statistical exceedance levels LAN, where LAN is the A-weighted sound pressure level exceeded for N% of a givenmeasurement period. For example, the LA1 is the noise levelexceeded for 1% of the time, LA10 the noise exceeded for 10%of the time, and so on.The following figure presents a hypothetical 15 minute noisesurvey, illustrating various common statistical indices ofinterest.Sound Pressure Level (dBA)55504540353025LAmaxLA1LA10LAeqLA9000:00 05:00 10:00 15:00Monitoring or Survey Period (minutes)Of particular relevance, are:LA1 The noise level exceeded for 1% of the 15 minuteinterval.LA10 The noise level exceed for 10% of the 15 minuteinterval. This is commonly referred to as the averagemaximum noise level.LA90 The noise level exceeded for 90% of the sampleperiod. This noise level is described as the averageminimum background sound level (in the absence ofthe source under consideration), or simply thebackground level.LAeq The A-weighted equivalent noise level (basically theaverage noise level). It is defined as the steady soundlevel that contains the same amount of acousticalenergy as the corresponding time-varying sound.When dealing with numerous days of statistical noise data, it issometimes necessary to define the typical noise levels at agiven monitoring location for a particular time of day. Astandardised method is available for determining theserepresentative levels.This method produces a level representing the “repeatableminimum” LA90 noise level over the daytime and night-timemeasurement periods, as required by the EPA. In addition themethod produces mean or “average” levels representative ofthe other descriptors (LAeq, LA10, etc).5 TonalityTonal noise contains one or more prominent tones (ie distinctfrequency components), and is normally regarded as moreoffensive than “broad band” noise.Heggies Pty LtdA member of SLR Group

Appendix AReport Number610.08297Page 2 of 26 ImpulsivenessAn impulsive noise is characterised by one or more shortsharp peaks in the time domain, such as occurs duringhammering.7 Frequency AnalysisFrequency analysis is the process used to examine the tones(or frequency components) which make up the overall noise orvibration signal. This analysis was traditionally carried outusing analogue electronic filters, but is now normally carriedout using Fast Fourier Transform (FFT) analysers.The units for frequency are Hertz (Hz), which represent thenumber of cycles per second.Frequency analysis can be in: Octave bands (where the centre frequency and width ofeach band is double the previous band) 1/3 octave bands (3 bands in each octave band) Narrow band (where the spectrum is divided into 400 ormore bands of equal width)The following figure shows a 1/3 octave band frequencyanalysis where the noise is dominated by the 200 Hz band.Note that the indicated level of each individual band is lessthan the overall level, which is the logarithmic sum of thebands.Sound Pressure Level (dBA)9080706050409 Human Perception of VibrationPeople are able to “feel” vibration at levels lower than thoserequired to cause even superficial damage to the mostsusceptible classes of building (even though they may not bedisturbed by the motion). An individual's perception of motionor response to vibration depends very strongly on previousexperience and expectations, and on other connotationsassociated with the perceived source of the vibration. Forexample, the vibration that a person responds to as “normal”in a car, bus or train is considerably higher than what isperceived as “normal” in a shop, office or dwelling.10 Over-PressureThe term “over-pressure” is used to describe the air pressurepulse emitted during blasting or similar events. The peak levelof an event is normally measured using a microphone in thesame manner as linear noise (ie unweighted), at frequenciesboth in and below the audible range.11 Ground-borne Noise, Structure-borneNoise and Regenerated NoiseNoise that propagates through a structure as vibration and isradiated by vibrating wall and floor surfaces is termed“structure-borne noise”, “ground-borne noise” or “regeneratednoise”. This noise originates as vibration and propagatesbetween the source and receiver through the ground and/orbuilding structural elements, rather than through the air.Typical sources of ground-borne or structure-borne noiseinclude tunnelling works, underground railways, excavationplant (eg rockbreakers), and building services plant (eg fans,compressors and generators).The following figure presents the various paths by whichvibration and ground-borne noise may be transmitted betweena source and receiver for construction activities occurringwithin a tunnel.30125160200250315400500630800100012501600200025003150Overall1/3 Octave Band Centre Frequency (Hz)8 VibrationVibration may be defined as cyclic or transient motion. Thismotion can be measured in terms of its displacement, velocityor acceleration. Most assessments of human response tovibration or the risk of damage to buildings use measurementsof vibration velocity. These may be expressed in terms of“peak” velocity or “rms” velocity.The former is the maximum instantaneous velocity, withoutany averaging, and is sometimes referred to as “peak particlevelocity”, or PPV. The latter incorporates “root mean squared”averaging over some defined time period.Vibration measurements may be carried out in a single axis oralternatively as triaxial measurements. Where triaxialmeasurements are used, the axes are commonly designatedvertical, longitudinal (aligned toward the source) andtransverse.The common units for velocity are millimetres per second(mm/s). As with noise, decibel units can also be used, inwhich case the reference level should always be stated. Avibration level V, expressed in mm/s can be converted todecibels by the formula 20 log (V/Vo), where Vo is the referencelevel (10 -9 m/s). Care is required in this regard, as otherreference levels may be used by some organizations.The term “regenerated noise” is also used in other instanceswhere energy is converted to noise away from the primarysource. One example would be a fan blowing air through adischarge grill. The fan is the energy source and primary noisesource. Additional noise may be created by the aerodynamiceffect of the discharge grill in the airstream. This secondarynoise is referred to as regenerated noise.Heggies Pty LtdA member of SLR Group

Mount Druitt Commuter Car ParkReview of Environmental FactorsAppendix FContamination assessmentKMH-2010123a REF Rev 4 docStatus: Final

KMH-2010123a REF Rev 4 docStatus: FinalMount Druitt Commuter Car ParkReview of Environmental Factors

A. D. Envirotech Australia Pty LtdA.B.N. 52 093 452 950PHASE I PRELIMINARY SITE INVESTIGATION AT63 NORTH PARADE, MOUNT DRUITT NSWClient: Transport Construction Authority (TCA)Head Office: Postal Address: Telephone: Facsimile: Internet:A. D. Envirotech Australia Pty LtdUnit 70, 42-46 Wattle RoadBrookvale NSW 2100A. D. Envirotech Australia Pty LtdUnit 4 & 5, 103 Majors Bay RoadConcord NSW 2137(02) 9400 7711(02) 9743 6655(02) 9401 0097 site: www.ADenviro.com.aue-mail allen@ADenviro.com.au

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdPHASE I PRELIMINARY SITE INVESTIGATION AT63 NORTH PARADE, MOUNT DRUITT NSWVersion Details Datev1 draft Peer reviewed by AD 22.10.2010v1 final Report amended as per TCA comments 16.11.2010Client: Transport Construction AuthorityReport No:4224 / I / PSIDate: 22 nd October 2010Consultants:Allen DobrovolskyPh.D. (Geochemistry)Stephen SmithB. Land & Water Sc. (Hons)Ross NefodovB. Sc. (Environmental)This report is copyright. No part of this publication may be reproduced or transmitted in any form or by anymeans, electronic or mechanical, including photocopying without permission in writing fromA. D. Envirotech Australia Pty Ltd.Head Office: Postal Address: Telephone: Facsimile: Internet:A. D. Envirotech Australia Pty LtdUnit 70, 42-46 Wattle RoadBrookvale NSW 2100A. D. Envirotech Australia Pty LtdUnit 4 & 5, 103 Majors Bay RoadConcord NSW 2137(02) 9400 7711(02) 9743 6655(02) 9401 0097 site: www.ADenviro.com.aue-mail allen@ADenviro.com.au

TABLE OF CONTENTSEXECUTIVE SUMMARY .......................................................................................................................... 61 INTRODUCTION ............................................................................................................................. 121.1 General .............................................................................................................................................. 121.2 Proposed Development ..................................................................................................................... 121.3 Objectives .......................................................................................................................................... 121.4 Scope of Work ................................................................................................................................... 121.5 Legislative Requirements .................................................................................................................. 131.6 Whole Report..................................................................................................................................... 132 SITE IDENTIFICATION ................................................................................................................ 142.1 Site Location ....................................................................................................................................... 142.2 Site Inspection and Description .......................................................................................................... 152.3 Surrounding Land-use ........................................................................................................................ 162.4 Summary of Site Details ..................................................................................................................... 163 PHYSICAL SETTING ...................................................................................................................... 173.1 Site Topography and Hydrology ........................................................................................................ 173.2 Local Geology and Soil ...................................................................................................................... 173.3 Hydrogeology ..................................................................................................................................... 173.4 Acid Sulphate Soils ............................................................................................................................ 184 SITE HISTORY ................................................................................................................................. 194.1 Historical Land and Title Search ........................................................................................................ 194.2 Aerial Photographs Review ................................................................................................................ 214.3 NSW DECCW Contaminated Land Register Search ......................................................................... 214.4 Anecdotal Evidence ............................................................................................................................ 214.5 Previous Investigation Reports ........................................................................................................... 224.6 Section 149 ......................................................................................................................................... 224.7 WorkCover NSW ............................................................................................................................... 224.8 Assessment of Historical Information Integrity .................................................................................. 225 POTENTIAL CONTAMINATION TYPES AND RECEPTORS ................................................. 235.1 Potential Contamination Types........................................................................................................... 235.2 Primary Transport Mechanisms .......................................................................................................... 235.3 Potential Contamination Receptors .................................................................................................... 236 DATA QUALITY OBJECTIVES .................................................................................................. 246.1 Statement of Problem ......................................................................................................................... 246.2 Identification of Decision ................................................................................................................... 256.3 Identification of Inputs to Decision .................................................................................................... 256.4 Definition of Study Boundaries .......................................................................................................... 256.5 Development of Decision Rule ........................................................................................................... 266.6 Specification of Tolerable Limits on Decision Errors ........................................................................ 276.7 Data Collection Design ....................................................................................................................... 297 INVESTIGATION PROCEDURES ............................................................................................... 307.1 Sampling Plan and Sampling Methodology ....................................................................................... 307.2 Sampling Procedures .......................................................................................................................... 318 ANALYTE SELECTION................................................................................................................. 32Head Office: Postal Address: Telephone: Facsimile: Internet:A. D. Envirotech Australia Pty LtdUnit 70, 42-46 Wattle RoadBrookvale NSW 2100A. D. Envirotech Australia Pty LtdUnit 4 & 5, 103 Majors Bay RoadConcord NSW 2137(02) 9400 7711(02) 9743 6655(02) 9401 0097 site: www.ADenviro.com.aue-mail allen@ADenviro.com.au

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd9 ASSESSMENT CRITERIA .............................................................................................................. 3410 RESULTS ........................................................................................................................................... 3610.1 Soil ................................................................................................................................................... 3611 DATA QUALITY ASSESSMENT ................................................................................................. 4111.1 Data Review ..................................................................................................................................... 4111.2 QA/QC Data Evaluation ................................................................................................................... 4712 CONCLUSIONS ................................................................................................................................ 5013 RECOMMENDATIONS................................................................................................................... 5214 LIMITATIONS .................................................................................................................................. 5415 REFERENCES .................................................................................................................................. 55APPENDIX I PHOTOGRAPHS ................................................................................................... 56APPENDIX II BOREHOLE LOGS ............................................................................................... 57APPENDIX III COUNCIL RECORDS ........................................................................................... 58APPENDIX IV LTO RECORDS .................................................................................................... 59APPENDIX V AERIAL PHOTOGRAPHS .................................................................................. 60APPENDIX VI NSW OFFICE OF WATER SEARCH ................................................................. 61APPENDIX VII PRO UCL DATA SHEETS ................................................................................... 62APPENDIX VIII WORKCOVER RECORDS .................................................................................. 63APPENDIX IX ANALYTICAL REPORTS .................................................................................... 64LIST OF TABLESTABLE 1 SUMMARY OF ANALYTICAL RESULTS AND 95 % UCL OF ARITHMETIC AVERAGECONCENTRATIONS, MG/KG. ..................................................................................................................... 8TABLE 2 SITE DETAILS AND INFORMATION. ................................................................................................. 16TABLE 3 SUMMARY OF LTO RECORDS FOR LOT 3 IN DP 719982 .................................................................. 19TABLE 4 SUMMARY OF AERIAL PHOTOGRAPHY. ............................................................................................ 21TABLE 5 SAMPLING AND ANALYTICAL PROGRAM FOR SITE INVESTIGATION ................................................ 32TABLE 6 SITE ASSESSMENT CRITERIA FOR SOIL CONTAMINATION, MG/KG (UNLESS OTHERWISE SPECIFIED). 34TABLE 7 ASSESSMENT CRITERIA AND ANALYSIS RESULTS OF SOIL SAMPLES. CRITERIA NEHF F FORCOMMERCIAL/INDUSTRIAL LAND USE, MG/KG ..................................................................................... 37TABLE 8 ASSESSMENT CRITERIA AND ANALYSIS RESULTS OF COMPOSITE SOIL SAMPLES. 1/2 AND 1/3 OFCRITERIA APPLIED, MG/KG .................................................................................................................... 38TABLE 9 ANALYSIS RESULTS OF ASBESTOS SAMPLES ................................................................................... 39TABLE 10 COMPARISON OF ORIGINAL SAMPLE 4224-1A AND BLIND REPLICATE 4224-BR1 SOIL SAMPLESANALYSED BY ENVIROLAB (EL), MG/KG. .............................................................................................. 44TABLE 11 COMPARISON OF SPLIT SOIL SAMPLE 4224-2 ANALYSED BY ENVIROLAB (EL) AND SOIL SAMPLE4224-SPLIT1 ANALYSED BY MGT ENVIRONMENTAL LABORATORIES (MGT), MG/KG .......................... 44TABLE 12 ANALYSIS OF RINSATE SAMPLE 4224-R1, MG/L ............................................................................ 45TABLE 13 ANALYSIS OF TRIP BLANK SAMPLE 4224-TB1, UG/L ..................................................................... 46TABLE 14 ANALYSIS RESULTS OF SPIKED VOC SAMPLE 4224-VOCSPIKE1 ANALYSED BY ENVIROLAB, µG/L.............................................................................................................................................................. 47TABLE 15 SUMMARY OF DQO RECONCILIATION ........................................................................................... 494224 63 North Pde Mt Druitt PSI.v1 final Page 4

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdLIST OF ABBREVIATIONSADEASASSBGSBRBTEXCNCOCDPDQIDQODSIEPAHILsLPILTONATANSW DECCWOPPsOCPsPAHsPCBsPPILsPSIQA/QCRPDSCIDSMFSWLTCATPHUCLVHCA.D. Envirotech Australia Pty LtdAustralian StandardAcid Sulphate SoilsBelow ground surfaceBlind ReplicateBenzene, toluene, ethyl-benzene, xyleneCyanideChain of CustodyDeposited PlanData Quality IndicatorsData Quality ObjectivesDetailed Site InvestigationEnvironmental Protection AuthorityHealth Investigation LevelsLand Property InformationLand Titles OfficeNational Association of Testing AuthoritiesNew South Wales Department of Environment, Climate Change and WaterOrganophosphorous PesticidesOrganochlorine PesticidesPolyaromatic HydrocarbonsPolychlorinated BiphenylsProvisional Phytotoxicity-based Investigation LevelsPreliminary Site InvestigationQuality Assurance/Quality ControlRelative Percent DifferenceStored Chemical Information DatabaseSynthetic Mineral FibreStanding Water LevelTransport Construction AuthorityTotal Petroleum HydrocarbonsUpper Confidence LimitVolatile Halogenated Compounds4224 63 North Pde Mt Druitt PSI.v1 final Page 5

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdEXECUTIVE SUMMARYA. D. Envirotech Australia Pty Ltd (ADE) was engaged by Transport Construction Authority (TCA) toundertake a Stage I Preliminary Site Contamination Investigation (PSI) to assess the potential forcontamination of the subsurface soils for a proposed commuter car park located at 63 North Parade,Mount Druitt NSW.The subject site entails Lot 3 in Deposited Plan (DP) 719982.The purpose of the investigation was to assess the suitability of the site for proposed development.The site inspection was conducted on the 30 th of September 2010 and comprised of a program of testboreholes from which samples of subsoil strata were obtained, followed by laboratory testing ofselected samples by a NATA accredited laboratory.The objectives of the investigation were to identify past and present potentially contaminating activities;identify potential contamination types; discuss the site condition; provide a preliminary in-situ wasteclassification; provide a preliminary assessment of site contamination for the suitability of the proposeddevelopment; and assess the need for further investigations.The site is located east of Mount Druitt Railway Station and north of the rail corridor. It isapproximately 3500 m 2 and is currently a derelict site. Coverage of the site is predominantly a twostoreyconcrete structure, which appears to have been damaged by fire in the south eastern corner. Agrass verge was located along the southern boundary with some areas of uncontrolled stockpiles locatedadjacent to the south western corner entrance. Significant amounts of general rubbish and buildingdebris including paint tins, bricks and timber was observed on site, generally located to the north of theformer switch room underneath the stairs facing the southern boundary.Visual examination of the car park surface revealed no hydrocarbon staining. Asbestos cement debriswas observed on the concrete surface in the following locations: south-western corner oppositeuncontrolled stockpile (possibly a former Telstra pit); inside switch room under stairs facing southernboundary; and along pit running east-west immediately in front of the switch room under stairs.Building fabric within the structure may potentially contain asbestos or other hazardous materials. PCBsare presumed to exist within the capacitors of the light fittings, while asbestos may also be detected withbituminous mastics.The subject site is located on level ground approximately 63 m elevation above mean sea level. Locallythe slope gently drops away to the south towards the rail corridor (Geocentric Datum of Australia, Landand Property Information).It was out of the Scope of Work to study the groundwater flow direction. However, considering thetopography of the site, the local groundwater flow is likely to have a south south-western directiontowards Ropes Creek. Speculation on regional groundwater flow should consider the generaltopography of the site, which slopes towards Ropes Creek, potentially flowing into the HawksburyRiver. A search for registered groundwater wells via the NSW Office of Water (NSW Groundwaterworks, NR Atlas website) within 1 km radius of the subject site was undertaken by ADE. No boreholeswere found.No ASS Risk Maps are available for the subject site, therefore, the site appears to contain „no knownoccurrences of acid sulphate soils‟.A review of historical aerial photographs revealed that the site has been used for predominantlycommercial purposes, as a car park and cinema complex. The regional area of Mount Druitt has againsignificant residential and commercial devolvement since the 1960‟s.4224 63 North Pde Mt Druitt PSI.v1 final Page 6

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdA search of the sites listed by the NSW DECCW under the Contaminated Land Management Act 1997revealed that no records have been issued against the subject site. A search of the Stored ChemicalInformation Database (SCID) and the microfiche records held by WorkCover NSW has not located anyrecords pertaining to the subject site.The following potentially contaminating types for the subject site were identified including: petroleumhydrocarbons; benzene, toluene, ethyl-benzene, xylenes (as the site was accessed by vehicles); heavymetals and metalloids (areas of uncontrolled fill imported and proximity to the Rail corridor and NorthParade); asbestos (extensively used throughout the construction industry and may have been used instructures on site); polyaromatic hydrocarbons (PAHs) and phenols (being associated with waste oils);polychlorinated biphenyls, (if electrical equipment containing PCBs was dumped at the site in the past);cyanide (areas of uncontrolled fill imported); and organochlorine (OCP) and organophosphate (OPP)pesticides (may have been formerly applied on site).The main potential contamination receptors were considered to include: site visitors; drainage from theimmediate area and Mount Street, though the site; atmospheric transportation and deposition; surfacewater runoff and storm water drainage; downward migration and leaching via infiltration of rain waterinto the soil; and lateral migration via groundwater.The Data Quality Objectives (DQO) Process, adopted by AS 4482.1, was applied. Each step of theprocess derived valuable criteria that were used to establish the final data collection design.The site investigation was designed based on grid pattern. Background data and a site inspectionidentified any activities that may have generated contamination.A total of fifteen samples (including blind replicate, rinsate, VOC spike and trip blank) were submittedto EnviroLab for testing. The split sample was sent to MGT Environmental Laboratories for testing. Atotal of five samples were submitted to Environmental and OH&S Laboratory (a subsidiary of ADE) forasbestos analysis. All copies of the completed Chain of Custody forms were retained on the CentralFiling System and the originals were sent to the analytical laboratories together with the samples.Twenty soil samples were tested for the analytes including petroleum hydrocarbons, benzene, toluene,ethyl-benzene, xylenes, metals, polyaromatic hydrocarbons, polychlorinated biphenyls, organochlorinepesticides, cyanide and phenols. Five samples were tested for asbestos.The criteria specified in the following publications were used for the site assessment Guidelines forAssessing Service Station Sites, NSW EPA 1994 Guidelines for the NSW Site Auditor Scheme, NSWEPA 2006, 2 nd Edition National Environmental Protection Measure, 1999 (NEPM) Waste ClassificationGuidelines - Part 1: Classifying Waste, NSW DECC, April 2008 were used to classify soil for disposalpurposes.Soil samples were assessed against the Health-based Investigation Levels (HILs) assigned forcommercial or industrial properties (NEHF F), Provisional Phytotoxicty Investigation Levels (PPILs),criteria assigned for General Solid Waste (CT1) and threshold concentrations for sensitive land use.4224 63 North Pde Mt Druitt PSI.v1 final Page 7

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdAnalyteTable 1 Summary of analytical results and 95 % UCL of Arithmetic Average Concentrations, mg/kg.NSWDECCWHealth-basedInvestigationLevels,NEHF FCriteria /Phytotoxicity-basedInvestigationLevel,mg/kgNSWEPAServiceStationGuidelines,mg/kgNSWDECCMaximumValues ofTotalConcentrationAssignedfor GeneralSolidWasteCT1, mg/kgMinimumConcentrationDetected,mg/kgMaximumConcentrationDetected,mg/kgTPH: C 6 -C 9 65 650

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdA search of the sites listed by the NSW DECCW under the Contaminated Land ManagementAct 1997 revealed that no records have been issued against the subject site.A search of the Stored Chemical Information Database (SCID) and the microfiche records heldby WorkCover NSW has not located any records pertaining to the subject site.No ASS Risk Maps are available for the subject site, therefore, the site appears to contain „noknown occurrences of acid sulphate soils‟.The Section 149 Certificate does not reveal any significant land contamination, managementorders, approved voluntary management proposals, ongoing maintenance orders, or site auditstatements for the subject site.No visible signs of hydrocarbon contamination were observed on the surface of the site.Visual examination of the car park surface revealed no hydrocarbon staining.Asbestos cement debris was observed on the concrete surface in the following locations:o South western corner opposite uncontrolled stockpile (possibly a former Telstra pit);o Inside switch room under stairs facing southern boundary; ando Along pit running east-west immediately in front of the switch room under stairs.The building fabric within the remaining concrete structure may potentially contain asbestosor other hazardous materials may potentially contain hazardous materials.Site Contamination InvestigationThe site meets the NSW DECCW Health-based Investigation Levels (criteria NEHF F) withregard to arsenic, cadmium, chromium, copper, lead, mercury, nickel and zinc; petroleumhydrocarbons; benzene, toluene, ethyl-benzene and xylene; polyaromatic hydrocarbons;polychlorinated biphenyls, organochlorine and organophosphate pesticides, phenols, andcyanide.The site meets the NSW DECCW Provisional Phytotoxicity-based Investigation Levels withregard to arsenic, cadmium, chromium, copper, lead, mercury, and zinc.Sample 4224-4A yielded a concentration of nickel above the PPILs. However, consideringthat:o the site inspection did not reveal any plants under stress within the subject site,o the proposed development is a commuter car park;o in some instances background nickel concentrations in soil can be as high as 500mg/kg;o the elevated concentrations of the above metals are only marginally above theProvisional Phytotoxicity-based Investigation Level,the elevated nickel concentration can be considered acceptable for the site in regards to the PPILs.Chrysotile asbestos was detected in sample of fibro-cement debris 4224-ASB1 and Chrysotileand Amosite asbestos was detected in sample of fibro-cement debris 4224-ASB3. No asbestoswas detected within any of the soil samples collected.Under current legislation the asbestos-containing materials in the subject areas should beclassified as bonded.4224 63 North Pde Mt Druitt PSI.v1 final Page 9

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdThe subject site is currently not safe in regards to the asbestos hazard.Removal of the asbestos cement debris is warranted and should be carried out by anexperienced AD1-B or AD1-F licensed removal contractor.Based on the Phase I Preliminary Site Contamination Investigation (PSI), it is the opinion of A. D.Envirotech Australia Pty Ltd that there is a low to moderate risk of contamination at the subject site.Once the asbestos removal operations are complete and an asbestos clearance inspection has beenundertaken by an experienced environmental consultant, the site can be deemed suitable for theproposed development of a commuter car park.Preliminary In-Situ Waste ClassificationSample 4224-4A yielded concentrations of nickel above the criteria assigned for GeneralSolid Waste (CT1). The 95% UCL (normal distribution) of the arithmetic averageconcentration of nickel for the subject site is 37.36 mg/kg, which is below the criteriaassigned for General Solid Waste (CT1).All remaining samples yielded concentrations below the criteria assigned for General SolidWaste (CT1).Therefore, based on the evidence collected from the in-situ preliminary Waste Classificationthe soil materials on site meet the classification of Restricted Solid Waste, attributed toelevated nickel concentrations above the criteria assigned for General Solid Waste (CT1).Toxicity Characteristics Leaching Procedure (TCLP) analysis of nickel is warranted forsample 4224-4A.It needs to be noted that this in-situ preliminary Waste Classification is indicative only. Allsoils leaving site will require classification in accordance with the NSW DECCW WasteClassification Guidelines.Based on the above conclusions for the proposed development at the subject site, A. D. EnvirotechAustralia Pty Ltd recommends the following:Asbestos Removal MethodologySince asbestos debris was only observed on top of the concrete surface, an „emu-pick‟removal technique is preferred.oooDelineate and restrict access to the site. If access into the delineated area is gained,appropriate PPE must be worn.Appropriate warning signs should be placed at the affected area. Refer to the NationalOccupational Health and Safety Commission‟s Code of Practice for the Managementand Control of Asbestos in Workplaces [NOHSC: 2018(2005)].Asbestos-containing debris should be removed to NSW DECCW licensed landfill. Ifasbestos-containing materials are found outside the removal area within siteboundaries, further removal will be required. This process should be repeated untilthe subject area is completely remediated.oAll removal procedures should be conducted by an experienced AD1-B or AD1-Flicensed removal contractor in accordance with the Code of Practice for the SafeRemoval of Asbestos [NOHSC: 2002 (2005)].4224 63 North Pde Mt Druitt PSI.v1 final Page 10

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdooAll equipment used during the removal task should be decontaminated by using awash bay incorporating both wet and dry decontamination procedures, in accordancewith the Code of Practice for the Safe Removal of Asbestos [NOHSC: 2002 (2005)],before they are removed from the asbestos work area.Monitoring for airborne asbestos in accordance with the Guidance Note on theMembrane Filter Method for Estimating Airborne Asbestos Fibres[NOHSC:3003(2005)] should be carried out by a NATA accredited laboratory duringand after the removal operations. Refer to Clause 50 and 51 for the WorkCover 2001Safety Regulation for requirements.A Clearance Certificate should be prepared upon the completion of the removal works.Once the asbestos removal operations are complete and the site is safe with respect to theasbestos hazard, the site can be deemed suitable for the proposed development.Waste ClassificationUndertake Toxicity Characteristics Leaching Procedure (TCLP) analysis of nickel for sample4224-4A.It is the opinion of ADE that if the proposed analytical program is implemented all samplesshould meet the NSW DECC (2008) classification of General Solid Waste. Further samplingand analysis will be required depending on the projected volumes of soil to be transported to aNSW licensed landfill.StructuresConduct a Hazardous Materials Audit/Survey on the remaining concrete structure prior todemolition/refurbishment. Australian Standard 2601 Demolition of Structures requires thatbefore commencement of any stripping or demolition, the site structures should be examined todetermine the presence of hazardous materials including asbestos, lead in paint, lead in dust,synthetic mineral fibre (SMF) and poly-chlorinated biphenyls (PCBs).When commencing the demolition of the structure, it is recommended that asbestos and otherhazardous materials be removed by a licensed removalist.General Site ContaminationUpon completion of concrete removal operations the soils surface should be inspected by anappropriately qualified environmental scientist or engineer.If any unexpected contamination is identified within the subsurface environment, the site shouldbe inspected by an appropriately qualified environmental scientist or engineer.If groundwater is to be encountered during the construction of the development, a GroundwaterAssessment should be undertaken.4224 63 North Pde Mt Druitt PSI.v1 final Page 11

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd1 INTRODUCTION1.1 GeneralA. D. Envirotech Australia Pty Ltd (ADE) was engaged by Transport Construction Authority (TCA) toundertake a Stage I Preliminary Site Contamination Investigation (PSI) to assess the potential forcontamination of the subsurface soils for a proposed commuter car park located at 63 North Parade,Mount Druitt NSW.The subject site entails Lot 3 in Deposited Plan (DP) 719982.The purpose of the investigation was to assess the suitability of the site for the proposed development asa commuter car park.The site inspection was conducted on the 30 th of September 2010 and comprised of a program of testboreholes from which samples of subsoil strata were obtained, followed by laboratory testing ofselected samples by a NATA accredited laboratory.This report was completed in accordance with the Guidelines for Consultants Reporting onContaminated Sites, NSW EPA, September 2000.Details of the field inspection are given in the report, together with comments on the significance of thefindings of the investigation.1.2 Proposed DevelopmentThe construction of a multi-storey commuter car park on the subject site is proposed. No further details,specifications or previous reports were made available to ADE during the preparation of this report1.3 ObjectivesThe objectives of the investigation were to:identify past and present potentially contaminating activities;identify potential contamination types;discuss the site condition;provide a preliminary in-situ waste classification;provide a preliminary assessment of site contamination for the suitability of the proposeddevelopment; andassess the need for further investigations.1.4 Scope of WorkThe scope of work required to achieve the objectives of the investigation involved the following:completion of a specialised Safety, Health & Environment Work Method Statement(SH&EWMS);desktop site review of:- land title records;- section 149 certificates;- WorkCover NSW Dangerous Goods Search;4224 63 North Pde Mt Druitt PSI.v1 final Page 12

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd- council records (were available);- NSW DECCW contaminated lands register Search;review of past and current activities on the site;review of past and current activities on neighbouring sites and identify any potential on-site/offsitesources of contamination;review of past aerial photographs of the site and its surrounds to identify the locations of anyprevious buildings and/or other infrastructure associated with activities that could be a source ofon-site/off-site sources of contamination;review of local geology and hydrogeology (including groundwater bore search);detailed site inspection by an experienced environmental scientist;drilling of six boreholes covering the site in a grid pattern;soil sampling of the surface and 0.5 m BGS, at changes in soil stratigraphy and within anyapparent contamination;cold storage of all samples collected;submission to a laboratory for analysis under chain of custody conditions;laboratory analysis of soil samples for metals, TPH, BTEX, PAH, PCB, Cyanide, OCPs, OPPs,total Phenolics, asbestos; andpreparation of a Phase I PSI report outlining:- detailed information on the results of the desktop review and site inspection;- conclusions regarding the potential for contamination at the subject site;- conclusions regarding preliminary in-situ waste classification;- conclusions regarding the sites suitability for the proposed development;- recommendations for a Phase II Detailed Site Investigation (DSI), should it be warranted.1.5 Legislative RequirementsThe investigation was conducted in accordance with: Guidelines for the NSW Site Auditor Scheme, NSW DEC 2006. Guidelines for Consultants Reporting on Contaminated Sites, NSW EPA, 2000. Guidelines For Assessing Service Station Sites, NSW EPA 1994. Assessment of Site Contamination, National Environmental Protection Measure (NEPM) 1999.1.6 Whole ReportNo one section, or part of a section, of this report should be taken as giving an overall idea of thisreport. Each section must be read in conjunction with the whole of this report, including its appendicesand attachments.4224 63 North Pde Mt Druitt PSI.v1 final Page 13

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd2 SITE IDENTIFICATION2.1 Site LocationThe site is located on the corner of Mount Street and North Parade, Mt Druitt NSW (refer to Figure 1and 2 below).Figure 1. Subject site location (Map from MapData Sciences Pty Ltd).4224 63 North Pde Mt Druitt PSI.v1 final Page 14

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdFigure 2. Aerial photograph of the subject site (Photograph adapted from Google Earth Pro 4.2)Bearings provided in the report are approximate only. For ease of representing locations on the site, it isconsidered to be on North Parade, with a nominal east-west direction assumed and all references topoints of the compass within the report are based on these approximate bearings.2.2 Site Inspection and DescriptionThe site is located east of Mount Druitt Railway Station and north of the rail corridor. It isapproximately 3500 m 2 and is currently a derelict site. Coverage of the site is predominantly a two-Storey concrete structure, which appears to have been damaged by fire in the south eastern corner. Agrass verge was located along the southern boundary with some areas of uncontrolled stockpiles locatedadjacent to the south western corner entrance. Significant amounts of general rubbish and buildingdebris including paint tins, bricks and timber was observed on site, generally located to the north of theformer switch room underneath the stairs facing the southern boundary.Visual examination of the car park surface revealed no hydrocarbon staining. Asbestos cement debriswas observed on the concrete surface in the following locations:South western corner opposite uncontrolled stockpile (possibly a former Telstra pit);Inside switch room under stairs facing southern boundary; and4224 63 North Pde Mt Druitt PSI.v1 final Page 15

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdAlong pit running east-west immediately in front of the switch room under stairs.Building fabric within the structure may potentially contain asbestos or other hazardous materials. PCBsare presumed to exist within the capacitors of the light fittings, while asbestos may also be detected withbituminous mastics.Large trees are scattered along the southern and eastern boundaries, all appearing to be in healthycondition, however they appear to have been slightly fire damaged in the south western corner.A large retaining wall exists along the northern boundary, with a access ramp from the north easterncorner of the site. Some general rubbish was also observed along the northern boundary and on top ofthe ramp.The site is generally flat with a slight slope towards the south. Surface water run-off was pooling withinall excavated test pits on site. The information has been provided to ADE in regards to the test pitsexcavated, all approximately 0.5-1.0 m deep BGS.2.3 Surrounding Land-useNorth: Retailing wall and Centrelink office.East: Mount Street with TAFE NSW premises on the opposite side of the road.West: Mount Druitt Court House.South: North Parade with the Rail Corridor on the opposite side of the road.2.4 Summary of Site DetailsTable 2 below summaries details pertaining to the site.Table 2 Site details and information.Site DetailsSite addressSite owner63 North Pde, Mt Druitt NSWSeranin Pty LtdTitle identification Lot 3 in DP 719982Current zoning 3(a) Business – General Clause 44Current site use Derelict site with large two-storey concrete structureProposed site use Multi-Storey Commuter Car ParkInvestigation area Approximately 3500 m 24224 63 North Pde Mt Druitt PSI.v1 final Page 16

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd3 PHYSICAL SETTING3.1 Site Topography and HydrologyThe Subject site is located on level ground approximately 63 m elevation above mean sea level. Locallythe slope gently drops away to the south towards the rail corridor (Geocentric Datum of Australia, Landand Property Information).Ropes Creek is located 2010 m west of the site. This appears to flows into the Hawksbury River.3.2 Local Geology and SoilThe site is located on the Blacktown soil landscape (bt) as indicated on the Penrith 1:100000geological map, 9130, prepared by the Soil Conservation Services of NSW.The topsoil (A1 horizon) is described with brownish-black loam to clay loam with moderately pedalsub-angular blocky structure and rough-faced porous ped fabric. The pH ranges from slightly acid (pH5.5) to neutral (pH 7.0).Below topsoil there is a hardsetting brown clay loam to silty clay with apedal massive to weakly pedalstructure and slowly porous earthy fabric. It commonly occurs as an A2 horizon. The pH ranges frommoderately acid (pH 5.0) to slightly acid (pH 6.5). Platy ironstone gravel-sized shale fragments arecommon. Charcoal fragments and roots are rarely present.B horizon is described with brown light to medium clay. The pH ranges from strongly acid (pH 4.5) toslightly acid (pH 6.5).The sediments are underlain by Wianamatta Group – Ashfield Shale consisting of laminite and darkgreysiltstone and Bringelly shale which consists of shale, with occasional calcareous claystone,laminite and coal. This unit is occasionally underlain by claystone and laminite lenses within theHawkesbury Sandstone. The site investigation, generally, confirmed the description of the soil profilefor the majority of the site.Fill materialNo fill materials were observed on site. A large access ramp in the north eastern corner of the site maypotentially contain fill materials.3.3 HydrogeologyIt was out of the Scope of Work to study the groundwater flow direction. However, considering thetopography of the site, the local groundwater flow is likely to have a south south-western directiontowards Ropes Creek. Speculation on regional groundwater flow should consider the generaltopography of the site, which slopes towards Ropes Creek, potentially flowing into the HawksburyRiver.Mobile contaminants at the site would be expected to move down to the groundwater surface andmigrate laterally down-gradient from the source towards the creek. A search for registered groundwaterwells via the NSW Office of Water (NSW Groundwater works, NR Atlas website) within 1 km radiusof the subject site was undertaken by ADE. No boreholes were found (refer to Appendix VI- NSWOffice of Water Search).4224 63 North Pde Mt Druitt PSI.v1 final Page 17

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd3.4 Acid Sulphate SoilsNo ASS Risk Maps are available for the subject site, therefore the site appears to contain „no knownoccurrences of acid sulphate soils‟.4224 63 North Pde Mt Druitt PSI.v1 final Page 18

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd4 SITE HISTORY4.1 Historical Land and Title SearchThe site history has been compiled from information gathered from the Land Titles Office (LTO), LandProperty Information (LPI) and Council records.The site is located in the Local Government Area of Blacktown, Parish of Rooty Hill, County ofCumberland. The following table represents the summary of the records held by the LTO for the subjectlot (refer to Appendix IV).Table 3 Summary of LTO records for Lot 3 in DP 719982Date Transferred/Leased From Transferred/Leased To Transfer No.CT Volume 2662 Folio 10301.05.1916 Samuel Bennett A23972615.12.1926 Samuel Bennett James Bennett (Schoolteacher)14.10.1941 James Bennett (School Brenda and Charles Lawsteacher)(Medical Practitioners)21.02.1956 Brenda and Charles Laws James Dawson (Spoilage(Medical Practitioners) contractor)28.04.1967 James Dawson (Spoilage State Planning Authority ofcontractor)NSWCT Volume 2965 Folio 110B407556D70007G47815368477727.08.1919 Douglas Walker (Railway A484114Fireman)15.01.1923 Douglas Walker (Railway John Walker (Railway A903312Fireman)employee)02.12.1932 John Walker (Railway Justin BennettC156675employee)16.03.1966 Justin Bennett John Bird (Property manger) K27157811.05.1966 John Bird (Property manger) Westfield DevelopmentCorporation21.12.1967 Westfield Development State Planning Authority ofCorporationNSWCT Volume 5142 Folio 138K319500K90658713.05.1940 William McIntyre C87519106.09.1940 William McIntyre Hilda Hewison (nurse) and C942735Edward Hewison (Plumber)03.12.1959 Hilda Hewison (nurse) and Hilda Hewison (nurse) H360984Edward Hewison (Plumber)19.06.1960 Hilda Hewison (nurse) Ernest Weterin (Painter) H4858094224 63 North Pde Mt Druitt PSI.v1 final Page 19

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd11.08.1961 Ernest Weterin (Painter) Sydney Bailey (Shipwright) H88853216.07.1964 Sydney Bailey (Shipwright) Alfred Saebsch (Labourer) J71627517.04.1967 Alfred Saebsch (Labourer) State Planning Authority ofNSWCT Volume 5521 Folio 107K64036920.09.1945 John Watson (Accountant) N/A06.06.1945 John Watson (Accountant) Walter Bottle (Police D895850Constable)08.12.1946 Walter Bottle (Police Hilda Hewison (Spinster) D473737Constable)21.09.1960 Hilda Hewison (Spinster) Albert James (Packer) H64182508.05.1961 Albert James (Packer) Wilfred Henry (Refineryoperator)07.10.1966 Wilfred Henry (Refinery Klauss Ness (Labourer)operator)21.03.1967 Klauss Ness (Labourer) State Planning Authority ofNSWCT Volume 7185 Folio 11226.09.1956 Jeffery Weston (Plasterceiling fixer)16.01.1968 Jeffery Weston (Plaster State Planning Authority ofceiling fixer)NSWCT Volume 8344 Folio 4926.02.1962 Joespeh Azzopardi (MarketGarnder)16.01.1968 Joespeh Azzopardi (Market State Planning Authority ofGarnder)NSWCT Volume 11255 Folio 9219.02.1970 State Planning Authority ofNSWCT Volume 11903 Folio 21618.08.1972 State Planning Authority ofNSWNSW Planning andEnvironment CommissionCT Volume 12115 Folio 238 and Volume 12115 Folio 4241H843266K144448K711980N/AK922159N/AK922159N/AN/A17.05.1973 State Planning Authority ofNSWCT Volume 13928 Folio 1222.03.1988 Minister Administrating theEnvironmental Planning andAssessment Act, 197921.05.1997 Dr. Peng Chia (MedicalPractitioner)NSW Planning andEnvironment CommissionDr. Peng Chia (MedicalPractitioner)Hoyts Multi-Plex CinemasN/AX5539233087859N4224 63 North Pde Mt Druitt PSI.v1 final Page 20

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd10.05.2000 Hoyts Multi-Plex Cinemas Terandy Pty Ltd (Lease) 6430915V15.03.2001 Hoyts Multi-Plex Cinemas Seranin Pty Ltd 7154884PresentSeranin Pty Ltd4.2 Aerial Photographs ReviewA review of aerial photographs was conducted and is summarised in Table 4 below. Aerial photographsfrom the period of 1947, 1965, 1986 and 2010 were examined (refer to Appendix V).Table 4 Summary of aerial photography.Year Type Subject Site Description Adjacent Site Description1947 Black &White1961 Black &WhiteThe site is covered by vegetationand appears to be for agriculturalpurpose. No market gardens orcrops are visible on the subjectsite.Similar to above, howeverresidential properties have beenconstructed towards the southwestern corner of the site.1986 Colour Significant changes have occurredon the site. The site now appears tobe a dirt car park. Soil appears tobe exposed on the site with trees orvegetation cover in the centre.2010 Colour The site is now entirely covered byconcrete excluding the southernboundary.Surrounding features are the rail tracks andlarge open paddocks. The surrounding area ispredominately a rural setting.Adjacent properties remain largely the same.Generally, there is an increased density inresidential properties surrounding the site.Significant residential development on thesouthern side of the rail corridor has occurred.Major change has occurred throughout theregion. Significant commercial developmenthas occurred on the surrounding properties.The site immediately to the west is distortedbut could potentially be a holiday park andcommercial precinct. To the east of the site asignificant development (now TAFE NSW)has been constructed.Again significant change has occurredthroughout the region. Large warehouse orcommercial buildings now exist to the northand west of the site.4.3 NSW DECCW Contaminated Land Register SearchA search of the sites listed by the NSW DECCW under the Contaminated Land Management Act 1997revealed that no records have been issued against the subject site.4.4 Anecdotal EvidenceADE was advised that there was no usage of ground- and/or surface-water on the site. No otheranecdotal evidence was provided to ADE at the time of preparing this report.4224 63 North Pde Mt Druitt PSI.v1 final Page 21

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd4.5 Previous Investigation ReportsThere were no previous reports in regards to contamination made available to ADE at the time ofpreparing this report.4.6 Section 149The site is currently zoned 3(a) Business – General Clause 44 under the Blacktown LocalEnvironmental Plan (LEP) 1988. The Planning Certificates under Section 149 of the EnvironmentalPlanning and Assessment Act (see Appendix III) indicate that there are no special restrictions orlimitations imposed on the site. The Certificate provides the state and local environmental planninginstruments which affect the site. The Certificate states that:a) The land to which this certificate relates has not been declared to be significantlycontaminated land at the date when the certificate was issued.b) The land to which the certificate relates is not subject to a management order at the date whenthe certificate was issued.c) The land to which this certificate relates is not the subject of an approved voluntarymanagement proposal at the date when the certificate was issued.d) The land to which this certificate relates is not the subject to an ongoing maintenance order asat the date when the certificate was issued.e) The land to which this certificate relates is not the subject of a site audit statement provided tothe council.4.7 WorkCover NSWA search of the Stored Chemical Information Database (SCID) and the microfiche records held byWorkCover NSW has not located any records pertaining to the subject site.4.8 Assessment of Historical Information IntegrityThe Site History assessment has been obtained from a variety of resources including governmentrecords from the NSW land titles office, historical archives, historical aerial photographs, NSW Officeof Water, WorkCover NSW, NSW DECCW as well as anecdotal evidence.The veracity of the information from these sources is considered to be high, however, due to a lack ofinformation prior to the 1950‟s, there is a certain degree of information loss to be expected. Therefore,the Site History assessment is considered to be of high integrity with respect to the historical use of thesubject site.4224 63 North Pde Mt Druitt PSI.v1 final Page 22

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd5 POTENTIAL CONTAMINATION TYPES AND RECEPTORS5.1 Potential Contamination TypesThe following potentially contaminating types for the subject site (in decreasing order of probability)were identified:petroleum hydrocarbons, benzene, toluene, ethyl-benzene, xylenes (as the site was accessed byvehicles),heavy metals and metalloids (areas of uncontrolled fill imported and proximity to the Railcorridor and North Parade),asbestos (extensively used throughout the construction industry and may have been used instructures on site),polyaromatic hydrocarbons (PAHs) and phenols (being associated with waste oils),polychlorinated biphenyls, (if electrical equipment containing PCBs was dumped at the site inthe past),cyanide (areas of uncontrolled fill imported); andorganochlorine (OCP) and organophosphate (OPP) pesticides (may have been formerly appliedon site).These are potential sources of contamination that may migrate to or be found on the site.5.2 Primary Transport MechanismsPrimary transport mechanisms for the migration of potential contaminants on to the site or off the siteinclude:Drainage from the immediate area and Mount Street and North Parade, though the site.Atmospheric transportation and deposition;Surface water runoff and storm water drainage;Downward migration and leaching via infiltration of rain water into the soil; andLateral migration via groundwater.5.3 Potential Contamination ReceptorsThe main potential contamination receptors were considered to include:Site visitors, adjacent property owners/users who may come into contact with contaminatedsoil or dust arising from soil disturbance activities,Ropes Creek;Local groundwater.4224 63 North Pde Mt Druitt PSI.v1 final Page 23

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd6 DATA QUALITY OBJECTIVESThe data quality objectives (DQO) are qualitative and quantitative statements which specify thequality of the data required for the investigation. The DQO Process, as defined by the US EPA andadopted by AS 4482.1 consists of the following steps:State the problem;Identify the decision;Identify inputs to the decision;Define the study boundaries;Develop a decision rule;Specify limits on decision errors; andOptimise the design for obtaining data.Each step of the DQO Process carried out by ADE derived valuable criteria that were used to establishthe final data collection design.The first five steps of the Process identified qualitative criteria such as what problem initiated thestudy and what decision it attempted to resolve. They also defined the type of data, where and whenthe data would be collected, and a decision rule that defined how the decision would be made.The sixth step defined quantitative criteria expressed as limits on decision errors that the decisionmaker could tolerate.The final step was used to develop a data collection design based on the criteria developed in the firstsix steps. The final product of the DQO Process was the data collection design that would meet thequantitative and qualitative needs of the investigation.The following is the output from each step of the DQO Process applied for the investigation. The substepsrecommended in the Guidelines are given in italic.6.1 Statement of ProblemDefinition of the problem, resources available and relevant deadlines for the investigation.1) Identify the members of the planning team -The following members of the planning team participated in the Process:Dr A. Dobrovolsky, Director of ADE, geochemist with over 25 years experience inconducting contamination assessments,Mr R. Nefodov, Senior Consultant of ADE with considerable experience in soil sampling, andMr S. Smith, Consultant with considerable experience contamination assessments.2) Identify the primary decision maker –There was not a primary decision maker; decisions were made by consensus.3) Develop a concise description of the problem –The problem was to determine whether the former use of the site affected the subsurfaceenvironment.4) Specify available resources and relevant deadlines for the study –The investigation was constrained by time as the study needed to work to tight deadlines.4224 63 North Pde Mt Druitt PSI.v1 final Page 24

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd6.2 Identification of DecisionDefinition of the principal study question that the investigation attempted to resolve andidentification of the alternative actions that may be taken based on the outcome of the study.1) Identify the principal study questionDo the average concentrations of the contaminants of concern on the site exceed the NSWDECCW (former NSW EPA) acceptance criteria? The following contaminants of concernwere identified: Metals and Metalloids, TPH, BTEX, PAH, OCPs, OPPs, CN, TotalPhenolics, PCBs and asbestos.2) Define alternative actions that could result from resolution of the principal study question -a) If the concentrations of any contaminant on the site exceed the acceptance criteria, theaction may be to remove the contaminated soil or conduct further investigations.b) If the concentrations of contaminants on the site do not exceed the acceptance criteria, thenno action will be taken.3) Combine the principal study question and the alternative actions into a decision statement –Define whether or not the average concentrations of the contaminants of concern (Metals andMetalloids, TPH, BTEX, PAH, OCPs, OPPs, CN, Total Phenolics, PCBs and asbestos) on thesite exceed the acceptance criteria and require remediation.6.3 Identification of Inputs to DecisionIdentification of the informational inputs that were required to resolve the decision statementand determine which inputs needed environmental measurements.1) Identify the information that will be required to resolve the decision statement –To resolve the decision statement, the planning team needed to obtain measurements ofconcentrations of the contaminants of concern and a number of other potential contaminantsthat could be present on the site.2) Determine the sources for each item of information identified –It was decided to test soil on the site in order to determine whether they meet the NSWDECCW criteria.3) Identify the information that is needed to establish the action level –It was decided that the action level would be based on the acceptance criteria specified in theNSW DECCW Guidelines for the NSW Site Auditor Scheme for potential contaminants onthe site (Soil Investigation Levels For Urban Redevelopment Sites In NSW).4) Confirm that appropriate measurement methods exist to provide the necessary data –It was confirmed that metals and metalloids, Metals and Metalloids, TPH, BTEX, PAH,OCPs, OPPs, CN, Total Phenolics, PCBs and asbestos could be measured and their detectionlimits were below their acceptable limits.6.4 Definition of Study BoundariesA detailed description of the spatial and temporal boundaries of the problem, characteristicsthat define the population of interest, and any practical considerations for the study.4224 63 North Pde Mt Druitt PSI.v1 final Page 25

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd1) Specify the characteristics that define the population of interest –It was decided that:- the contamination assessment of the subsurface on the site would be achieved by aninvestigation consisting of exploratory drilling program, and subsequent soil sampling,- soil samples would be submitted for PID testing,- soil samples exhibiting the highest concentrations of volatile compounds from each boreholewould be submitted for laboratory analysis.2) Define the spatial boundary of the decision statement –It was defined that decisions would apply for the whole site.3) Define the temporal boundary of the decision statement -a) Determine the timeframe to which the decision statement applies –It was assumed that the sampling data would represent the current concentrations of volatileanalytes and current and future concentrations of non-volatile analytes on the site.b) Determine when to collect data - Since a number of analytes were subject to volatilisationand/or degradation, the analytical program required temporal constraints. The planning teamplaced deadlines on sampling and reporting:- volatile organic compounds in soils to be tested with PID as soon as samples are retrieved,- samples to be submitted to a NATA accredited laboratory within 72 hours of beingcollected,- analytical results from each sampling round to be completed within 5-10 working days ofsampling.4) Define the scale of decision making –The decision to be made for soils present on site.6.5 Development of Decision RuleDefinition of the parameters of interest and their action levels, specification of the acceptancecriteria for QA/QC validation results.1) Specify the statistical parameter that characterises the population of interest –The planning team was interested in the 95% Upper Confidence Limit (UCL) of thearithmetic average concentrations of metals and metalloids, TPH, BTEX, PAH, OCPs, OPPs,CN, Total Phenolics, Cyanide and PCBs in soil.2) Specify the action levels for the study –The action levels for the decision were the NSW Site Auditor Scheme acceptance criteria forthe contaminants of concern in soils on the site:ArsenicCadmiumChromiumCopperLeadMercuryNickelZincC 6 -C 9 hydrocarbonsC 10 -C 36 hydrocarbonsBenzeneEthyl-benzene500 mg/kg100 mg/kg500 mg/kg5000 mg/kg1500 mg/kg75 mg/kg3000 mg/kg35000 mg/kg65mg/kg1000 mg/kg1 mg/kg3.1 mg/kg4224 63 North Pde Mt Druitt PSI.v1 final Page 26

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTolueneXyleneBenzo(a)pyreneCyanideTotal PhenolicsPCBs (Total)1.4 mg/kg14 mg/kg5 mg/kg1250 mg/kg42500 mg/kg50 mg/kgThe action levels for other contaminants on the site were adopted from the NSW DECCWGuidelines.3) Develop a decision rule (an “if...then...” statement) –If the mean concentrations of the analytes tested are above their acceptance criteria, then thesoil will be considered contaminated warranting further investigations and/or berecommended to be disposed of at an DECCW approved landfill.If the 95% UCL of the arithmetic average concentrations of the analytes tested are below theiracceptance criteria, then no action will be taken.If the QA/QC samples meet the assigned criteria of valid results for: Laboratory duplicate samples 95% Laboratory blank samples 100% Laboratory spike samples 95% Laboratory control samples 95% Blind replicate samples 95% Split samples 75% Spiked VOC trip samples 75% Rinsate samples 75% Trip blank samples 95%with overall completeness of 95%, then the data collected in the course of the investigation will beconsidered valid and acceptable.6.6 Specification of Tolerable Limits on Decision ErrorsThe decision maker's tolerable decision error rates based on a consideration of theconsequences of making a decision error.1) Determine the possible range of the parameters of interest –Based on the past experience the range of the contaminants of concern in soil was expected to be:Arsenic from 1 to 150 mg/kgCadmium from 0.5 to 30 mg/kgChromium from 5 to 160 mg/kgCopper from 5 to 1600 mg/kgLead from 1 to 850 mg/kg.Mercury from 0.1 to 33 mg/kgNickel from 1 to 90 mg/kgZinc from 5 to 11300 mg/kgTPH C 6 -C 9 from 0.1 to 100 mg/kgTPH C 10 -C 36 from 1.0 to 8500 mg/kgBenzene from 0.1 to 2 mg/kgToluene from 0.1 to 5 mg/kgEthyl benzene from 0.1 to 3 mg/kg4224 63 North Pde Mt Druitt PSI.v1 final Page 27

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdXylene from 0.1 to 30 mg/kgBenzo(a)pyrene from 0.1 to 100 mg/kgTotal PAH from 1 to 480 mg/kgTherefore, their mean concentrations were expected to be within the range of the aboveconcentrations.2) Identify the decision errors and choose the null hypothesis -(a) Define both types of decision errors and establish the true state of nature for each decision error -The planning team determined that the two decision errors were:i) deciding that soil on site is contaminated when it truly is not, andii) deciding that soil on site is not contaminated when it truly is.The true state of nature for decision error (i) is that soil is not contaminated.The true state of nature for decision error (ii) is that soil is contaminated.b) Specify and evaluate the potential consequences of each decision error -The consequences of deciding that soil is contaminated when it truly is not would be that theclient would have to ultimately pay for the disposal of soil at a NSW DECCW approvedlandfill. The consequences of deciding that soil is not contaminated when it truly is would bethat contamination would remain on the site and could possibly endanger human health andthe environment. In this situation, the client might be liable for future damages andenvironmental cleanup costs. Additionally, the reputation of the client might be compromised,jeopardising its future profitability.c) Establish which decision error has more severe consequences near the action level –The planning team concluded that decision error (ii) has the more severe consequences nearthe action level since the risk of jeopardising human health outweighs the consequences ofhaving to pay for disposal.d) Define the null hypothesis and the alternative hypothesis and assign the terms "false positive" and"false negative" to the appropriate decision error –The baseline condition or null hypothesis (H o ) is "soil is contaminated". The alternativehypothesis (H a ) is "soil is not contaminated". The false positive decision error occurs whenthe null hypothesis is rejected when it is true. The false negative decision error occurs whenthe null hypothesis is not rejected when it is false.3) Specify a range of possible values of the parameters of interest where the consequences of decisionerrors are relatively minor (grey region) –The grey region is the area adjacent to the action level where the planning team felt that theconsequences of a false negative decision error were minimal. In order to decide how to setthe width of the grey region, the DEFT software Version 4.0 provided by the US EPA withData Quality Objectives Decision Error Feasibility Trials (DQO/DEFT) was utilised. Theplanning team considered where the consequences of a false negative decision error wereminimal. Clearly any false negative decision error (to the left of the action level) would causethe client to bear the cost of unnecessary expense (i.e., sending non-contaminated soil to anDECCW approved landfill). The planning team, however, also realised that they ought todefine a reasonable grey region that balances the cost of sampling with risk to human healthand the environment. The „width‟ of the grey region for each contaminant of concern wasentered, taking into account the value offered by the DEFT software.4) Assign to points above and below the action level that reflect the tolerable probability for theoccurrence of decision errors –The US RCRA regulations allow a 5% decision error rate at the action level. The planningteam set the decision error rate to 5% as the consequences of health effects from thecontaminated soil left on the site. On the other side of the action level, the planning team set4224 63 North Pde Mt Druitt PSI.v1 final Page 28

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltdthe tolerable probability of making a false negative error at 20% when the true parameterwould be to the left of the grey region. Based on both experience and an economic analysisthat show that these decision error rates were reasonable to balance the cost of samplingversus the consequence of sending clean soil to a landfill.6.7 Data Collection DesignSelection of the data collection and analysis design for generating data that are expected tosatisfy the DQOs.The minimum sample size settled upon with the client was approximately 5 samples as the report isonly a preliminary investigation. Taking this, calculations by the DEFT software and the sitecondition into account, the sample sizes for the contaminants of concern will remain at 5. Refer to thetable below for the sampling and analytical program for site investigation.4224 63 North Pde Mt Druitt PSI.v1 final Page 29

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd7 INVESTIGATION PROCEDURES7.1 Sampling Plan and Sampling MethodologySampling LocationsSix boreholes were drilled on site on the 30 th of September 2010. Refer to Figure 3 for boreholelocations.Soil Investigation PatternThe site investigation was designed based on a grid pattern, excluding the asbestos samples whichwere collected on a judgemental pattern. Background data and a site inspection identified anyactivities that may have generated contamination.Equipment DecontaminationADE‟s standard decontamination procedures were undertaken before drilling each of the boreholes toavoid the possibility of cross-contamination.The soil sampling equipment and items likely to come into contact with soil samples were thoroughlywashed, followed by rinsing with phosphate-free detergent and deionised water before the collectionof samples. Due care was taken with the disposal of any washings and residues from such cleaningoperations. One rinsate sample was collected during the investigation.DocumentationA field observation log was kept by sampling personnel. Details recorded in the log included:Borehole and sample number;Soil profile notes;Sampling method;Sample identification;Sample description; andSample point measurements.A comprehensive master sample register was maintained. As samples were received, they were givena unique sequential number from the sample register into which details from the labels were entered.Before packing and dispatch of samples for analysis, a Chain of Custody form was completed. Thisform recorded details of the individual samples being dispatched and the type of analysis required foreach sample.A total of fifteen samples (including blind replicate, rinsate, VOC spike and trip blank) weresubmitted to EnviroLab for testing. The split sample was sent to MGT for testing. A total of fivesamples were submitted to Environmental and OH&S Laboratory (a subsidiary of ADE) for asbestos4224 63 North Pde Mt Druitt PSI.v1 final Page 30

BH6ASB1BH1BH2ASB2BH4ASB4BH3BH2BH1SP1BH5ASB1ASB2ASB 3ASB3ASB5BH5ASB4BH4NLegendapproximate borehole locationapproximate asbestos sample locationapproximate boundaryADEA. D. Envirotech Australia Pty LtdProject: Commutter Car Park, Mount Druitt NSWPreliminary Site InverstigationFigure 3. Approximate sample/borehole locations

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltdanalysis. All copies of the completed Chain of Custody forms were retained on the Central FilingSystem and the originals were sent to the analytical laboratories together with the samples.7.2 Sampling ProceduresThe contamination assessment of the subsurface at the site was achieved by an investigationconsisting of an exploratory soil drilling program and soil sampling.A soil drilling program was carried out to evaluate the levels of potential contamination to thesubsurface. Stratigraphical information was also obtained in order to assess the shallow geologicaland hydrogeological conditions at the site. Refer to Appendix II Borehole Logs.SoilsSoils were drilled applying solid flight augers. When the sampling depth was reached, undisturbedsoil (split spoon) samplers were used to evaluate the contamination conditions of samples.Field activities were supervised by an experienced environmental scientist who directed samplingoperations.The samples were placed in sterile glass jars with Teflon lined lids, submitted for PID testing and thenplaced into a pre-cooled Esky. The samples exhibiting the highest detected VOC concentration fromeach borehole were submitted for analysis. Additional samples for determination of the possiblevertical extent of impact were also obtained. The PID was calibrated in accordance with themanufacturer‟s specification.Each sample jar was well protected by packaging material. Ice packs were inserted in the Esky tomaintain the samples at approximately 4 0 C. The original Chain of Custody form was enclosed in theEsky that was then sealed and despatched to NATA accredited analytical laboratories.Twenty soil samples were tested for the analytes including petroleum hydrocarbons, benzene, toluene,ethyl-benzene, xylenes, metals, polyaromatic hydrocarbons, polychlorinated biphenyls,organochlorine pesticides, cyanide and phenols. Five samples were tested for asbestos.4224 63 North Pde Mt Druitt PSI.v1 final Page 31

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd8 ANALYTE SELECTIONChemical testing of soil samples was undertaken, targeting specific samples from selected boreholes.The selected samples were tested for a range of analytes including: Metals :Arsenic (As), Cadmium (Cd), Copper (Cu), Chromium (Cr), Lead (Pb), Mercury (Hg), Nickel(Ni), and Zinc (Zn); and Benzene, Toluene, Ethyl-Benzene, Xylene (BTEX); Polyaromatic Hydrocarbons (PAH); Polychlorinated Biphenyls (PCBs); Organochlorine Pesticides (OCPs); Organophosphorous Pesticides (OPPs); Cyanide; Phenols; and Asbestos.Refer to Appendix IX for the analytical methods used by EnviroLab, MGT and Environmental andOH&S Laboratory (a subsidiary of ADE).Table 5 Sampling and analytical program for site investigationSamplingDateSampleIDLocationDepth,mSampleTypeAnalysis30.09.10 4224-1A BH 1 0.0-0.1 Soil sample TPH, BTEX, metals30.09.10 4224-1B BH 1 0.5 Soil sample TPH, BTEX, metals30.09.10 4224-2A BH 2 0.0-0.1 Soil sample TPH, BTEX, metals30.09.10 4224-2B BH 2 0.5 Soil sample TPH, BTEX, metals30.09.10 4224-3A BH 3 0.0-0.1 Soil sample TPH, BTEX, metals30.09.10 4224-3B BH 3 0.5 Soil sample TPH, BTEX, metals30.09.10 4224-4A BH 4 0.0-0.1 Soil sample TPH, BTEX, metals30.09.10 4224-4B BH 4 0.5 Soil sample TPH, BTEX, metals30.09.10 4224-5A BH 5 0.0-0.1 Soil sample TPH, BTEX, metals30.09.10 4224-5B BH 5 0.5 Soil sample TPH, BTEX, metals30.09.10 4224-SP1 UncontrolledStockpile30.09.10 4224-Comp14224 63 North Pde Mt Druitt PSI.v1 final Page 32N/A Soil sample TPH, BTEX, metals,OCP/OPPs, CN, TotalPhenolics, PCB, PAHBH1 and BH5 0.0-0.1 Compositesample ofOCP/OPPs, CN, TotalPhenolics, PCB, PAH

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd30.09.10 4224-Comp230.09.10 4224-Comp330.09.10 4224-Comp44224-1A and4224-5ABH1 and BH5 0.5 Compositesample of4224-1B and4224-5BBH2 BH3 and 0.0-0.1 CompositeBH4sample of4224-2A,4224-3A andBH2 BH3 andBH44224-4A0.5 Compositesample of4224-2B,4224-3B and4224-4BOCP/OPPs, CN, TotalPhenolics, PCB, PAHOCP/OPPs, CN, TotalPhenolics, PCB, PAHOCP/OPPs, CN, TotalPhenolics, PCB30.09.10 4207-BR1 BH1 0.0-0.1 Blind TPH, BTEX metalsreplicate of4224-1A30.09.10 4224-R1 Sampling N/A Rinsate Metalsequipmentsample30.09.10 4224- N/A N/A VOC Spike BTEXVOCspike130.09.10 4224-TB1 N/A N/A Trip blank TPH, BTEX metals,OCP/OPPs, CN, TotalPhenolics, PCB30.09.10 4224-Asb1 ASB1 0.0-0.1 Fibre cement Asbestos30.09.10 4224-Asb2 ASB2 0.0-0.1 Soil sample Asbestos30.09.10 4224-Asb3 ASB3 0.0-0.1 Fibre cement Asbestos30.09.10 4224-Asb4 ASB4 0.0-0.1 Soil sample Asbestos30.09.10 4224-Asb5 ASB5 0.0-0.1 Soil sample Asbestos4224 63 North Pde Mt Druitt PSI.v1 final Page 33

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd9 ASSESSMENT CRITERIAThe criteria specified in the following publications were used for the site assessment: Guidelines for Assessing Service Station Sites, NSW EPA 1994 Guidelines for the NSW Site Auditor Scheme, NSW EPA 2006, 2 nd Edition National Environmental Protection Measure, 1999 (NEPM) Waste Classification Guidelines - Part 1: Classifying Waste, NSW DECC, April 2008 wereused to classify soil for disposal purposes.The Health-Based Investigation Levels assigned for commercial or industrial sites (Criteria NEHF F)and threshold concentrations for sensitive land use were applied. The contaminant thresholds listedbelow in Table 5 are levels at which further investigation and evaluation is required to assess whetherthe site is considered suitable for the proposed land-use.For the purposes of “off-site disposal” of soil materials the NSW DECC (2008) Waste ClassificationGuidelines criteria were applied.Table 6 Site Assessment Criteria for soil contamination, mg/kg (unless otherwise specified).ContaminantHealthBasedInvestigationLevel(NEHF F)4224 63 North Pde Mt Druitt PSI.v1 final Page 34ProvisionalPhytotoxicityInvestigationLevels(PPIL)Adopted GuidelineMetals: Arsenic 500 20 National EnvironmentalProtection (Assessment of SiteContamination) Measure(NEPM), 1999 andCadmium 100 3Chromium 100 400Copper 5000 100Lead 1500 600Mercury 75 1Nickel 3000 60Zinc 35000 200TPH: C 6 - C 9 65 NVC 10 – C 36 1000 NVBTEX: Benzene 1 NVToluene 1.4 NVEthyl Benzene 3.1 NVXylene 14 NVOCP: Aldrin 50 * NVDieldrin 50 ** NVChlordane 250 NVDDT+DDD+DDE 1000 NVHeptachlor 50 NVPAHs: Benzo(a)pyrene 5 NVtotal 100 NVPCBs: total 50 NVPhenols: total 42500 NVCyanide: total 1250 NV* The maximum allowed level for Aldrin if no Dieldrin is present** The maximum allowed level for Dieldrin if no Aldrin is presentGuidelines for the NSW SiteAuditor Scheme, NSW DECC2006, 2 nd EditionNSW EPA Guidelines forAssessing Service Stations(1994)National EnvironmentalProtection (Assessment of SiteContamination) Measure(NEPM), 1999 andGuidelines for the NSW SiteAuditor Scheme, NSW DECC2006, 2 nd Edition

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdA contaminant concentration in soil will be deemed acceptable if:all samples meet the specified acceptance criteria;the 95 % upper confidence limit (UCL) average concentration of each contaminant is belowthe acceptance criteria; orno individual exceedance is greater than 2.5 times the remediation acceptance criteria.If a location is found to have more than 2.5 times a contaminant‟s acceptable limit, then it will beclassified as a “hot-spot”, requiring further assessment, remediation, removal or management.If the calculated 95% UCL of the arithmetic average concentration of the contaminant is above theiracceptance criteria, then the soil will be considered contaminated, requiring further assessment,remediation, removal or management.If the 95 % UCL of the arithmetic average concentrations is below the acceptance criteria, and noconcentrations are at a “hotspot” level, slight elevations above the acceptance criteria may beconsidered to pose an insignificant human health risk since most of the site will be covered byconcrete and road-base.The Provisional Phyto-toxicity Investigation Levels (PPILs) are generic values based on phytotoxicitydata for plant response to specific contaminants in a sandy loam matrix. As soils areaccessible on the site, the contamination assessment must apply these criterion.There are currently no national or NSW guidelines for asbestos in soil. Enhealth have a documententitled „Guidelines for Asbestos in the Non-Occupational Environment‟ (2005), which gives someguidance on assessing and managing asbestos in soil although does not provide a thresholdconcentration or investigation level for asbestos.In consultation with WorkCover NSW and through the Enhealth (2005) „Guidelines for Asbestos inthe Non-Occupational Environment‟ document, ADE has adopted a conservative criterion forasbestos in soil being „no detectable asbestos‟ present in soils and/or no visible asbestos debris on site.4224 63 North Pde Mt Druitt PSI.v1 final Page 35

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd10 RESULTS10.1 SoilThe details of the analysis results are summarised in Table 7, 8 and 9. Explanatory notes are given atthe end of the tables.4224 63 North Pde Mt Druitt PSI.v1 final Page 36

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTable 7 Assessment criteria and analysis results of soil samples. Criteria NEHF F for Commercial/Industrial Land Use, mg/kgAnalytes Sample No. 4224-1ADepth, m 0.0-0.1Maximum Health-based ProvisionalValues of Investigation PhytotoxictybasedTotal LevelsConcen- Assigned for Investigationtration Commercial levels,Assigned for or Industrial PPIL 1 , mg/kgGeneral sitesSolid NEHF F 1 ,Waste 3 mg/kgCT1, mg/kg4224- 4224-1B 2A0.5 0.0-0.14224- 4224-2B 3A0.5 0.0-0.14224- 4224-3B 4A0.5 0.0-0.14224- 4224-4B 5A0.5 0.0-0.14224- 4224-5B SP10.5 0.0-0.1Arsenic 100 500 20

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTable 8 Assessment criteria and analysis results of composite soil samples. 1/2 and 1/3 of Criteria applied, mg/kgAnalytes Sample No. 4224- 4224- 4224- 4224-Comp1 Comp2 Comp3 Comp4Depth, m 0.0-0.1 0.5 0.0-0.1 0.5MaximumValues of TotalConcentrationAssigned forGeneral SolidWaste 3CT1, mg/kgAdjustedGeneral SolidWaste 3criteria (1/2)due to samplecomposition,mgAdjustedGeneral SolidWaste 3criteria (1/3)due to samplecomposition,mgHealth-basedInvestigationLevelsAssigned forCommercialor IndustrialsitesNEHF F 1 ,mg/kgAdjustedGeneral SolidWaste 3criteria (1/2)due to samplecomposition,mgAdjustedGeneral SolidWaste 3criteria (1/3)due to samplecomposition,mgProvisionalPhytotoxictybasedInvestigationlevels,PPIL 1 , mg/kgAldrin 50 25 16.7 NV

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTable 9 Analysis results of asbestos samplesLaboratorySample No.Analyte Matrix Identification Results Sample Location4224-Asb1 Asbestos Fibre cement Chrysotile asbestos Refer to Figure 3detected4224-Asb2 Asbestos Soil No asbestos detected Refer to Figure 34224-Asb3 Asbestos Fibre cement Chrysotile and Amosite Refer to Figure 3asbestos detected4224-Asb4 Asbestos Soil No asbestos detected Refer to Figure 34224-Asb5 Asbestos Soil No asbestos detected Refer to Figure 3MetalsAll samples yielded concentrations of metals below the Health-based Investigation Levels (HILs) forIndustrial/Commercial sites - NEHF F.All samples yielded concentrations of metals below the Provisional Phytotoxicity-based InvestigationLevels (PPILs), excluding nickel.Sample 4224-4A yielded a concentration of nickel above the PPILs and the criteria assigned forGeneral Solid Waste (CT1).The 95% UCL (gamma distribution) of the arithmetic average concentration of nickel for the subjectsite is 37.36 mg/kg. Refer to Appendix VII for the ProUCL4.0 calculation data sheets.All remaining samples yielded concentrations below the criteria assigned for General Solid Waste(CT1).Total Petroleum Hydrocarbons (TPH)All samples yielded petroleum hydrocarbon concentrations below the sensitive land-use criteria.Benzene, Toluene, Ethylbenzene and Xylene (BTEX)All samples yielded concentrations of BTEX below the sensitive land-use criteria.Polyaromatic Hydrocarbons (PAHs)All samples yielded concentrations of PAHs below the detection limits.Organochlorine Pesticides (OCPs)All samples yielded concentrations of OCPs below the detection limits.4224 63 North Pde Mt Druitt PSI.v1 final Page 39

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdOrganophosphorous Pesticides (OPPs)All samples yielded concentrations of OPPs below the detection limits.PhenolsAll samples yielded the concentrations of Phenols below the detection limits.Polychlorinated Biphenyls (PCB)All samples yielded the concentrations of PCBs below the detection limits.CyanideAll samples yielded the concentrations of cyanide below the detection limit.AsbestosChrysotile asbestos was detected in sample 4224-ASB1 and Chrysotile and Amosite asbestos wasdetected in sample 4224-ASB3. No asbestos was detected within any of the soil samples collected.Statistical AnalysisThe 95% Upper Confidence Limits of the arithmetic average concentrations for the contaminantsfailing the criteria are provided in Executive Summary.4224 63 North Pde Mt Druitt PSI.v1 final Page 40

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd11 DATA QUALITY ASSESSMENTIn order to carry out the assessment of the data acquired in the course of the investigation, the USEPA Guidelines 9 were used.The Guidelines provide general strategy on assessing data quality criteria and performancespecifications for decision making. The following is the output from most of the steps of the DataQuality Assessment (DQA) Process provided in the Guidelines. The sub-steps recommended aregiven in italic.11.1 Data ReviewQuality control reports from the laboratories subcontracted for sample analyses were reviewed.The data included laboratory blank samples, duplicate samples, control samples, spiked samplesand method blanks.The review of the QA/QC program was conducted in accordance with the items (given in bolditalic) recommended by the NSW EPA to be included in the consultants‟ reports. Some additionalrecommendations from the US EPA methodology 12, 13 referred to by AS 4482.1 were followed.COCAustralian Standard AS 4482.1 defines the Chain-Of-Custody (COC) documentation as the linkin the transfer of samples between the time of collection and arrival at the laboratory.The COC utilised by ADE included the items recommended by the Standard:a) name of person transferred the samplesb) name of person who received the samplesc) date the samples were collectedd) date the samples were received at the laboratorye) name and contact details of client.The Sample Receipt Advice documentation was also supplied to Envirolab (EL) and MGT,where time of samples received was specified.Record of holding timesThe objective was to ascertain the validity of the analysis results based on the holding time of thesamples from the time of collection to the time of analysis.InorganicsThe technical holding time criteria for water samples are as follows: Metals: 180 days; preserved (with Nitric Acid) to pH < 2 Mercury: 28 days; preserved (with Nitric Acid) to pH < 2It is recommended to preserve soil and sediment samples at 4 0 C 2 0 C until analysis.4224 63 North Pde Mt Druitt PSI.v1 final Page 41

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdEvaluationHolding times provided by EL and MGT met the recommended criteria. Most of soil sampleswere analysed within 3 - 4 days from the time of collection. Refer to Appendix IX.Analytical methods usedRefer to Appendix IX for the specification of analytical methods used by the laboratories.Laboratory accreditation for analytical methods usedRefer to Appendix IX for the details of laboratory accreditations for analytical methods used.Per cent recoveries of spikes and surrogatesAccording to the US EPA methodology, it is recommended to consider the following actionsbased on the spike recovery results for inorganic analytes:If the spike recovery is >125% and the reported sample results are less than theinstrument detection limit (< IDL), the data is acceptable for use,If the spike recovery is >125% or IDL, qualify thedata for these samples as “estimated”,If the spike recovery falls within the range of 30-74% and the sample results are < IDL,qualify the data for these samples as “estimated and may be inaccurate or imprecise”,If spike recovery results fall

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdLaboratory blank resultsThe assessment of blank analysis results was carried out in order to determine the existence andmagnitude of contamination resulting from laboratory activities. No contaminants were found inthe blanks analysed by the laboratory.Instrument detection limitsMethod detection limitsMatrix or practical quantification limitsThe smallest amount of a substance that can be detected by GAL above the noise in a procedureand within a stated confidence level is the detection limit. Current practice identifies severaldetection limits. These are the instrument detection limit (IDL), the lower level detection (LLD),the method detection limit (MDL) and the practical quantitation limit (PQL).The relationship among these levels is approximately IDL : LLD : MDL : PQL = 1 : 2 : 4 : 10.Refer to Appendix IX for the list of PQLs provided by EL. When dilution of a sample is involvedin the sample preparation, the method detection limit is adjusted by the dilution factor.Blind replicate samplesOne blind replicate sample was collected to determine the variability of the sampling process.Samples are collected simultaneously from the same source and under identical conditions as theoriginal sample.Australian Standard 4482.1 specifies the typical RPD values for blind replicate samples to be30% - 50%. Combining the AS acceptance criteria with the recommendations of the USEPAmethodology, the control limits described below were used.1. A control limit of 50% for the RPD for original and blind replicate sample values greaterthan or equal to 5x the Detection Limit (DL),2. A control limit of ± the DL if either the sample or duplicate value is less than 5x the DL.3. If both samples values are less than the DL, the RPD is not calculated 12 .The table below represents the Relative Percent Difference (RPD) values for the original andblind replicate samples collected during the investigation. Where condition 2 or 3 was applicable,an estimated level of agreement between the results was provided and, where appropriate, anRPD value calculated.The blind replicate sample collected on the same day exhibited a reasonable level ofreproducibility (RPD < 50%) for all analytes, excluding zinc. The sample exhibited the LowLevel of Agreement for zinc. Considering that zinc in soils did not yield concentrations above theacceptance criteria, it is the author‟s opinion that the EnviroLab result can be accepted and,therefore, no further investigation of soil with regard to zinc is warranted.Analysis of split samples showed 15 valid values and 1 invalid values (refer to Table 10).4224 63 North Pde Mt Druitt PSI.v1 final Page 43

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTable 10 Comparison of original sample 4224-1A and blind replicate 4224-BR1 soil samplesanalysed by EnviroLab (EL), mg/kg.Analyte DL 4224-1A 4224-BR1 RPD, Level ofAgreementValidationresultArsenic 4

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdEthyl Benzene

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdTable 13 Analysis of trip blank sample 4224-TB1, ug/LAnalyte 4224-TB1 Validation resultArsenic

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdThe sample was prepared by EnviroLab and delivered to ADE prior to the field work. Thesamples were stored, handled, and transported in exactly the same way as the field samples. Thepercent recoveries for are given in the table below.Table 14 Analysis results of spiked VOC sample 4224-VOCSpike1 analysed by EnviroLab, µg/LAnalyteAcceptablerange, %SpikedConcentration,µg/LRecoveredConcentration,µg/LRecoveredConcentration,%ValidationresultBenzene 60 - 140 100 97 97 VToluene 60 - 140 100 98 98 VEthyl Benzene 60 - 140 100 99 99 VXylenes 60 - 140 100 100 100 VV – valid result, N – not valid resultThe results for 4 analytes were reported. All results showed valid values.11.2 QA/QC Data EvaluationThe qualitative and quantitative descriptors, so called Data Quality Indicators (DQIs), were usedin interpreting the degree of acceptability of the data acquired in the course of the investigation.The principal DQIs are precision, accuracy, representativeness, comparability, and completenessreferred to by the acronym PARCC. Precision and accuracy are the quantitative measures,representativeness and comparability are qualitative, and completeness is a combination of bothquantitative and qualitative measures.PrecisionPrecision is a measure of agreement among replicate measurements of the same property, madeunder prescribed similar conditions. A review of laboratory and field duplicate measurementsshowed acceptable levels of precision.AccuracyAccuracy is a measure of the closeness of an individual measurement to the true value. Accuracyis determined by analysing a reference material of known pollutant concentration or byreanalysing a sample to which a material of known concentration or amount of pollutant has beenadded.Accuracy was also evaluated by reviewing the values of percentage recoveries reported in spikesamples.4224 63 North Pde Mt Druitt PSI.v1 final Page 47

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdRepresentativenessRepresentativeness is a measure of the degree to which data accurately and precisely represent acharacteristic of a population parameter at a sampling point or for a process condition orenvironmental condition.It was verified that each point in space had an equal probability of being selected for sampling.The site investigation revealed that soil samples collected were representative of the stratigraphicformations from which they were collected. It appears that measurements of the population ofinterest were made in such a manner that the resulting data appropriately reflect the environmentinvestigated.ComparabilityComparability is the qualitative term that expresses the ability to fairly compare sample testresults taken from the same site at different times.ADE‟s field personnel assigned for the project had considerable experience in the environmentalinvestigations of contaminated sites. Training records of the personnel are kept in the QualityAssurance Manual ADE-QAM-III. Sampling and measurements in the field were performed bythe same personnel during the field stage of the investigation.Standard ADE‟s environmental investigation procedures were used by the personnel in the field.No deviations from the sampling procedures were observed by the site supervisor during thefieldwork. Therefore, none or negligent bias in the data collection was expected.The spatial and temporal changes on the site during this period did not have significant influencein order to bias the data due to the environmental dynamics.Units in which the data was measured in the field and the laboratory analysis had the samemetrics.CompletenessDocumentation CompletenessIn the author‟s opinion, the documentation used in the course of the investigation, including:Field observation logs,Chain of Custodies,Orders,Laboratory accreditation, andLaboratory reports.was completed to satisfactory standards.4224 63 North Pde Mt Druitt PSI.v1 final Page 48

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdData CompletenessThe following table provides the summary of the data validity:Table 15 Summary of DQO reconciliationQA/QC ItemDQO Valid Not Valid Completeness ConclusionCriteria Data DataLaboratory duplicate samples 95 % 83 0 100 % AcceptableLaboratory blank samples 100 % 77 0 100 % AcceptableLaboratory spike/surrogate recoveries 95 % 87 0 100 % AcceptableBlind replicate samples 95 % 15 1 94 % NotAcceptableSplit samples 75 % 16 0 100 % AcceptableRinsate sample 75 % 8 0 100 % AcceptableTrip blank sample 95 % 33 1 97 % AcceptableVOC spike 75 % 4 0 100 % AcceptableTotal: 323 2Overall Completeness: 95 % 99.3 % AcceptableThe blind replicate sample collected on the same day exhibited a reasonable level ofreproducibility (RPD < 50%) for all analytes, excluding zinc. The sample exhibited the LowLevel of Agreement for zinc, ultimately affecting the overall target for blind replicate samples.Considering that zinc in soils did not yield concentrations above the acceptance criteria, it is theauthor‟s opinion that the EnviroLab result can be accepted and, therefore, no further investigationof soil with regard to zinc is warranted.The ratio of the valid data to the total number of the analyses conducted in the QA/QC programyielded 99.3 %. It appears that the data collected in the course of the investigation meets thetarget result for the completeness of the QA/QC program stated in the DQOs (95%).4224 63 North Pde Mt Druitt PSI.v1 final Page 49

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd12 CONCLUSIONSBased on the data and evidence collected in the course of the investigation, the followingconclusions can be made:Site History Appraisal and Site InspectionThe site has predominantly been used for commercial purposes, including a car park andcinema complex.A search of the sites listed by the NSW DECCW under the Contaminated Land ManagementAct 1997 revealed that no records have been issued against the subject site.A search of the Stored Chemical Information Database (SCID) and the microfiche recordsheld by WorkCover NSW has not located any records pertaining to the subject site.No ASS Risk Maps are available for the subject site, therefore the site appears to contain „noknown occurrences of acid sulphate soils‟.The Section 149 Certificate does not reveal any significant land contamination, managementorders, approved voluntary management proposals, ongoing maintenance orders, or site auditstatements for the subject site.No visible signs of hydrocarbon contamination were observed on the surface of the site.Visual examination of the car park surface revealed no hydrocarbon staining.Asbestos cement debris was observed on the concrete surface in the following locations:oooSouth western corner opposite uncontrolled stockpile (possibly a former Telstra pit);Inside switch room under stairs facing southern boundary; andAlong pit running east-west immediately in front of the switch room under stairs.The building fabric within the remaining concrete structure may potentially contain asbestosor other hazardous materials may potentially contain hazardous materials.Site Contamination InvestigationThe site meets the NSW DECCW Health-based Investigation Levels (criteria NEHF F) withregard to arsenic, cadmium, chromium, copper, lead, mercury, nickel and zinc; petroleumhydrocarbons; benzene, toluene, ethyl-benzene and xylene; polyaromatic hydrocarbons;polychlorinated biphenyls, organochlorine and organophosphate pesticides, phenols, andcyanide.The site meets the NSW DECCW Provisional Phytotoxicity-based Investigation Levels withregard to arsenic, cadmium, chromium, copper, lead, mercury, and zinc.Sample 4224-4A yielded a concentration of nickel above the PPILs. However, consideringthat:4224 63 North Pde Mt Druitt PSI.v1 final Page 50

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltdo the site inspection did not reveal any plants under stress within the subject site,o the proposed development is a commuter car park;o in some instances background nickel concentrations in soil can be as high as 500mg/kg;o the elevated concentrations of the above metals are only marginally above theProvisional Phytotoxicity-based Investigation Level,the elevated nickel concentration can be considered acceptable for the site in regards to the PPILs. Chrysotile asbestos was detected in sample 4224-ASB1 and Chrysotile and Amositeasbestos was detected in sample 4224-ASB3. No asbestos was detected within any of the soilsamples collected.Under current legislation the asbestos-containing materials in the subject areas should beclassified as bonded.The subject site is currently not safe in regards to the asbestos hazard.Removal of the asbestos cement debris is warranted and should be carried out by anexperienced AD1-B or AD1-F licensed removal contractor.Based on the Phase I Preliminary Site Contamination Investigation (PSI), it is the opinion of A. D.Envirotech Australia Pty Ltd that there is a low to moderate risk of contamination at the subject site.Once the asbestos removal operations are complete and an asbestos clearance inspection has beenundertaken by an experienced environmental consultant, the site can be deemed suitable for theproposed development of a commuter car park. No Phase II Detailed Site ContaminationInvestigation (DSI) is warranted at the subject site.Preliminary In-Situ Waste ClassificationSample 4224-4A yielded concentrations of nickel above the criteria assigned for GeneralSolid Waste (CT1). The 95% UCL (normal distribution) of the arithmetic averageconcentration of nickel for the subject site is 37.36 mg/kg, which is below the criteriaassigned for General Solid Waste (CT1).All remaining samples yielded concentrations below the criteria assigned for General SolidWaste (CT1).Therefore, based on the evidence collected from the in-situ preliminary WasteClassification the soil materials on site meet the classification of Restricted Solid Waste,attributed to elevated nickel concentrations above the criteria assigned for General SolidWaste (CT1).Toxicity Characteristics Leaching Procedure (TCLP) analysis of nickel is warranted forsamples 4224-4A.It needs to be noted that this in-situ preliminary Waste Classification is indicative only.All soils leaving site will require classification in accordance with the NSW DECCWWaste Classification Guidelines.4224 63 North Pde Mt Druitt PSI.v1 final Page 51

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd13 RECOMMENDATIONSBased on the above Conclusions for the proposed development at the subject site, A. D. EnvirotechAustralia Pty Ltd recommends the following:Asbestos Removal MethodologySince asbestos debris was only observed on top of the concrete surface an „emu-pick‟removal technique is preferred.ooooooDelineate and restrict access to the site. If access into the delineated area is gainedappropriate PPE must be worn.Appropriate warning signs should be placed at the affected area. Refer to theNational Occupational Health and Safety Commission‟s Code of Practice for theManagement and Control of Asbestos in Workplaces [NOHSC: 2018(2005)].Asbestos-containing debris should be removed NSW DECCW licensed landfill. Ifasbestos-containing materials are found outside the removal area within siteboundaries, further removal will be required. This process should be repeated untilthe subject area is completely remediated.All removal procedures should be conducted by an experienced AD1-B or AD1-Flicensed removal contractor in accordance with the Code of Practice for the SafeRemoval of Asbestos [NOHSC: 2002 (2005)].All equipment used during the removal task should be decontaminated by using awash bay incorporating both wet and dry decontamination procedures, inaccordance with the Code of Practice for the Safe Removal of Asbestos [NOHSC:2002 (2005)], before they are removed from the asbestos work area.Monitoring for airborne asbestos in accordance with the Guidance Note on theMembrane Filter Method for Estimating Airborne Asbestos Fibres[NOHSC:3003(2005)] should be carried out by a NATA accredited laboratoryduring and after the removal operations. Refer to Clause 50 and 51 for theWorkCover 2001 Safety Regulation for requirements.A Clearance Certificate should be prepared upon the completion of the removal works.Once the asbestos removal operations are complete and the site is safe with respect to theasbestos hazard the site can be deemed suitable for the proposed development.Waste ClassificationUndertake Toxicity Characteristics Leaching Procedure (TCLP) analysis of nickel forsamples 4224-4A.It is the opinion of ADE that if the proposed analytical program is implemented all samplesshould meet the NSW DECC (2008) classification of General Solid Waste. Further4224 63 North Pde Mt Druitt PSI.v1 final Page 52

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty LtdStructuressampling and analysis may be required depending on the projected volumes of soil to betransported to a NSW licensed landfill.Conduct a Hazardous Materials Audit/Survey on the remaining concrete structure prior todemolition/refurbishment. Australian Standard 2601 Demolition of Structures requires thatbefore commencement of any stripping or demolition, the site structures should beexamined to determine the presence of hazardous materials including asbestos, lead inpaint, lead in dust, synthetic mineral fibre (SMF) and poly-chlorinated biphenyls (PCBs).When commencing the demolition of the structure, it is recommended that asbestos andother hazardous materials be removed by a licensed removalist.General Site ContaminationUpon completion of concrete removal operations the soils surface should be inspected byan appropriately qualified environmental scientist or engineer.If any unexpected contamination is identified within the subsurface environment the siteshould be inspected by an appropriately qualified environmental scientist or engineer.If groundwater is to be encountered during the construction of the development aGroundwater Assessment should be undertaken.4224 63 North Pde Mt Druitt PSI.v1 final Page 53

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd14 LIMITATIONSThe conclusion(s) and classification(s) presented in this report are based on limited investigationcarried out in accordance with the NSW DECCW Guidelines. The site environment was tested atspecific sampling locations chosen to be as representative as possible under the givencircumstances. While it is unlikely, it is still possible that this investigation may not haveencountered all areas with levels of possible contaminants above the acceptable limits due to thelimited sampling and testing program undertaken. It was not within the scope of work toundertake a groundwater assessment.This report has been prepared for the exclusive use of Transport Construction Authority (TCA).ADE has used a degree of care and skill ordinarily exercised in similar investigations byreputable members of the environmental industry in Australia. No other warranty, expressed orimplied, is made or intended.Any other party should satisfy themselves that the scope of work conducted and report hereinmeets their specific needs. ADE cannot be held liable for third party reliance on this document, asADE is not aware of the specific needs of the third party.The subsurface environment can present substantial uncertainty due to it complex heterogeneity.The conclusions presented in this report are based on limited investigation of conditions atspecific sampling locations chosen to be as representative as possible under the givencircumstances. However, it is possible that this investigation may not have encountered all areasof contamination at the site due to the limited sampling and testing program undertaken.ADE‟s professional opinions are based upon its professional judgment, experience, training andresults from analytical data. In some cases further testing and analysis may be required, thusproducing different results and/or opinions. ADE has limited its investigation to the scope agreedby the upon with its client.4224 63 North Pde Mt Druitt PSI.v1 final Page 54

Preliminary Site Investigation at63 North Pde, Mt Druitt NSW A. D. Envirotech Australia Pty Ltd15 REFERENCES1. Chapman, G.A. and Murphy, C.L. (1989), Soil Landscapes of the Penrith 1:100000 sheet.Soil Conservation Services of NSW, Sydney2. Department of Natural Resources, Groundwater Bore Search, NRAtlas website, February20103. Fetter, C. (1988), Applied Hydrogeology, Merrill Publishing Company, Ohio4. Guidance for the Data Quality Objectives Process (EPA QA/G-4)5. Decision Error Feasibility Trials (DEFT) Software for the Data Quality ObjectivesProcess (EPA QA/G-4D)6. EPA Requirements for Quality Assurance Project Plans (EPA QA/R-5)7. Guidance on Quality Assurance Project Plans (EPA QA/G-5)8. Guidance for the Preparation of Standard Operating Procedures for Quality-RelatedDocuments (EPA QA/G-6)9. Guidance for Data Quality Assessment: Practical Methods for Data Analysis(EPA QA/G-9)10. Data Quality Assessment Statistical Toolbox (DataQUEST) (EPA QA/G-9D)11. Guidance on Data Quality Indicators, EPA QA/G-5I12. Contract Laboratory Program. National Functional Guidelines For Inorganic DataReview, USEPA, 199413. Contract Laboratory Program. National Functional Guidelines For Organic Data Review,US EPA, 19944224 63 North Pde Mt Druitt PSI.v1 final Page 55