Environmental Impact Statement Chapter 22.0 Summary of assessment and residual impacts
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22.0 Summary of assessment and residual impacts
This chapter provides a summary of the assessment outcomes and residual impacts, with respect to matters relevant to the assessment of this EIS under the Environment Protection and Biodiversity Conservation Act 1999 (Cth) (EPBC Act) and the Planning Act 2023 (ACT) (Planning Act). This chapter has been prepared to support the assessment of this EIS by both the Australian and Territory governments.
Two potential alignments for the Project are being considered through the National Triangle and around Parliament House, and have been assessed in this Environmental Impact Statement (EIS). The final EIS will describe only one alignment option, and will identify potential environmental impacts and benefits of that option. Through further design development and the selection of a single, final alignment option, environmental impacts are expected to be further minimised.
22.1 Assessment under the EPBC Act
As described in Chapter 8 (Legislation and policy), an EPBC Act referral (EPBC 2023/09753) was made to the Commonwealth Minister for the Environment and Water. The view of the Territory was that the Project would need assessment and approval under the EPBC Act and this was confirmed on 3 April 2024 when the delegate of the Minister determined that the Project is a 'controlled action' (i.e.that the Project is likely to have a significant impact on MNES) and required assessment by EIS.
The relevant controlling provisions are:
- National heritage places
- Listed threatened species and ecological communities
- Commonwealth land, including the 'whole of the environment'.
A summary of the environmental assessment outcomes and residual impacts, with respect to each controlling provision, is provided in the following sections.
22.1.1 National Heritage places
A summary of assessment outcomes for the whole of the environment, of relevance to National Heritage places is provided in Table 22-1.
| Item | Summary | Further detail |
|---|---|---|
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Environmental context |
Two National Heritage items are listed on the National Heritage List near the Project area: Old Parliament House and Curtilage, and The High Court and National Gallery Precinct (including High Court of Australia and National Gallery of Australia). These items are located in the National Triangle precinct. The location of the items is shown in Figure 14-13 in Chapter 14 (National Triangle precinct). The National Triangle precinct's heritage character arises from its position at the centre of the National Triangle and the Parliament House Vista along the Land Axis (formed by the view line between Capital Hill and Mount Ainslie). The precinct is highly sensitive to change due to the landscape being of outstanding national importance, the central expression of the Griffin Plan and through its implementation by subsequent custodians. Old Parliament House and Curtilage Old Parliament House and Curtilage is a nationally significant heritage place with historical, rarity, research, and characteristic heritage values. It has aesthetic and social heritage value to the Australian community, is an expression of creative and technical achievement, and is associated with many significant people. It is located centrally in the National Triangle, acting as a physical representation of democracy in the nation. The High Court and National Gallery Precinct The High Court and National Gallery Precinct, located north of King Edward Terrace, is significant for demonstrating the development of the National Triangle as a home for national institutions. It is visually prominent in the National Triangle due to the buildings' monumental Brutalist architecture on the eastern side of the Land Axis. |
Section 14.5.1 of Chapter 14 (National Triangle precinct) Section 5.4.1 of Technical Report 3 - Heritage |
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Potential impacts |
Construction and operation of the State Circle East alignment option would not have any impacts on heritage places on the National Heritage List. Potential impacts associated with the National Triangle-Barton alignment option are summarised below. Old Parliament House and Curtilage (construction and operation) The National Triangle-Barton alignment option would pass directly in front of Old Parliament House on King George Terrace. The heritage impact assessment concluded that there would be a minor temporary construction impact to the Old Parliament House and Curtilage. While there would be no direct impacts to this heritage place, minor visual impacts to the view from Federation Mall towards Old Parliament House and from Old Parliament House towards Mount Ainslie from temporary construction works and construction traffic are anticipated. Additionally, there is potential for vibration intensive equipment to be operated near the Old Parliament House and Curtilage within the minimum working distance for cosmetic damage to heritage structures, which would require management to avoid potential impacts. During operation of the National Triangle-Barton alignment option, a moderate to significant impact to the heritage values of Old Parliament House and Curtilage is anticipated. No direct or vibration impacts would occur. The visual setting would be impacted as Project infrastructure and light rail vehicles (LRVs) would be in the direct line of sight of the Land Axis and would pass in front of Old Parliament House. This would modify the expression of the original historic landscape design of this place. Moderate positive outcomes for the heritage values of Old Parliament House would also result from the proposed removal of parking bays in front of Old Parliament House, as the visual impact of parked vehicles occurs over a longer duration than the passing visual impacts of the LRVs. The High Court and National Gallery Precinct (construction and operation) The National Triangle-Barton alignment (including tracks) would be over 200 metres from the curtilage of the item, with only minor traffic adjustments required adjacent to the curtilage of the item. The anticipated construction and operation impact is nil. This entails no direct, visual setting, and vibration impacts to this heritage place. |
Section 14.5.2 and Section 14.5.3 of Chapter 14 (National Triangle precinct) Section 6.2.5 of Technical Report 3 - Heritage |
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Mitigation approach |
Environmental management for this Project is detailed in Chapter 21 (Environmental management and mitigation measures). This includes construction and operational mitigation measures to manage historic heritage impacts. Key mitigation measures to address potential impacts to National Heritage places include the following:
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Chapter 21 (Environmental management and mitigation measures) Section 2.12 of Appendix L (Environmental Management Plan outline) |
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Residual impacts |
Construction Implementing mitigation and management measures would reduce the magnitude of potential visual impacts to Old Parliament House and Curtilage, however temporary visual impacts to its setting would still occur where works are carried out in the vicinity (associated with the National Triangle-Barton alignment option only). Risk of cosmetic damage would be adequately managed through mitigation measures and is therefore unlikely to occur. There is limited potential for residual impacts to The High Court and National Gallery Precinct, with no direct, visual setting, and vibration impacts to this heritage place predicted to occur. Operation For the National Triangle-Barton alignment option, further development of design responses that integrate the Project into the surrounding heritage landscape would reduce the magnitude of permanent visual impacts to the setting of Old Parliament House and Curtilage. Notwithstanding, the visual setting would continue to be impacted as Project infrastructure and LRVs would be in the direct line of sight of the Land Axis and would pass in front of Old Parliament House. Moderate positive outcomes for the heritage values of Old Parliament House and Curtilage would continue to also result from the proposed removal of parking bays in front of Old Parliament House, and design development may identify further opportunities to enhance heritage values. There is limited potential for residual impacts to The High Court and National Gallery Precinct, with no direct, visual setting, and vibration impacts to this heritage place predicted to occur. |
Technical Report 3 - Heritage Section 3.2 of Appendix J (Environmental risk assessment) |
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Offsetting |
No offsetting is proposed. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.1.2 Listed threatened species and ecological communities
A summary of assessment outcomes for listed threatened species and ecological communities is provided in Table 22-2.
| Item | Summary | Further detail |
|---|---|---|
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Environmental context |
Much of the original native biodiversity endemic to the central Canberra area has been removed and fragmented through historic development of the city. Notwithstanding, important areas of remnant native vegetation exist, particularly on undeveloped sites, in protected areas, and along infrastructure corridors. The north-south transport corridor along Commonwealth Avenue, around State Circle and along Adelaide Avenue and Yarra Glen, includes some of these important remnant areas of native vegetation and potential habitat for threatened species. Through the National Triangle and Barton areas, vegetation is more typically planted native and non-native landscaping aligned with the planned geometries for these areas. Biodiversity values within and around the Project area have been confirmed through vegetation and habitat surveys, and targeted surveys for individual threatened species. Threatened (and listed) fauna habitat identified in the Project area includes the following:
The greatest concentration of habitat for the Golden Sun Moth, Superb Parrot, Gang-gang Cockatoo, and Diamond Firetail is present in the Parliament House precinct (along State Circle), the Inner South precinct (along Adelaide Avenue), and the Yarra Glen precinct (along Adelaide Avenue and Yarra Glen). Patches of habitat are also present in the Mitchell Depot site and the Woden precinct, including a concentration of mature native trees. All but one of the hollow-bearing trees identified as suitable breeding habitat for the Gang-gang Cockatoo are located in the Parliament precinct, with one habitat tree also located in the Inner South precinct. Vegetation in the National Triangle and Barton precincts is mainly planted landscaping. No threatened or rare flora species have been recorded in the Project area. Impacts to threatened or rare flora species are therefore not anticipated and have not been assessed further. |
Section 11.2.1 of Chapter 11 (Project-wide issues) Section 4.4 of Technical Report 2 - Biodiversity |
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Potential impacts |
The Project design has been developed with the aim of avoiding direct and indirect impacts to MNES and other conservation values in the landscape. Through this process, a clearance footprint has been defined, as shown on Figure 11-33 to Figure 11-40 of Chapter 11 (Project-wide issues). Vegetation clearing would not be permitted outside this clearance footprint. Potential impacts on threatened species would occur mostly during the construction stage primarily due to habitat clearing, where it is not able to be avoided. Key potential impacts include:
Field surveys have determined that the clearance footprint does not support the Perunga Grasshopper and Striped Legless Lizard habitats. |
Sections 11.2.2 and 11.2.3 of Chapter 11 (Project-wide issues) Section 4.5.5 of Technical Report 2 (Biodiversity) |
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Mitigation approach |
Environmental management for this Project is detailed in Chapter 21 (Environmental management and mitigation measures). This includes construction and operational mitigation measures to manage impacts to threatened species. Key mitigation measures to address potential impacts to listed threatened species include the following:
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Chapter 21 (Environmental management and mitigation measures) Section 2.12 of Appendix L (Environmental Management Plan outline) |
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Residual impacts |
Construction After implementing mitigation and management measures, the risk of impacts on threatened fauna and native habitat assessed in the EIS would be managed and potentially reduced. Notwithstanding, significant impacts to the Golden Sun Moth, Gang-gang Cockatoo and Superb Parrot are still likely to occur due to the vegetation clearance required to construct and operate the Project. Impacts would be offset as described below. Operation After implementing mitigation and management measures, the risk of fauna strike by LRVs or collision with over-head wiring would be reduced, however may still occur. Design development of the Project may also reduce the risk of indirect impacts from operational lighting. |
Section 3.1 of Appendix J (Environmental risk assessment) |
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Offsetting |
A Biodiversity Offset Strategy has been developed for the Project and would be updated to reflect any further avoidance or minimisation of biodiversity impacts achieved through ongoing design development. The Strategy focuses on sustainable habitat offsets for the Golden Sun Moth, Superb Parrot and Gang-gang Cockatoo, integrated with offset approaches developed and delivered for the broader Canberra Light Rail network (refer to mitigation measure BD14). |
Chapter 21 (Environmental management and mitigation measures) Appendix B of Technical Report 3 - Biodiversity |
22.1.3 Whole of the environment (Commonwealth land)
The Project by its nature, scale and location has the potential to significantly impact on the wider values associated with the Commonwealth land in proximity to the Project.
The Significant impact guidelines 1.2 (Department of Sustainability, Environment, Water, Population and Communities, 2013) consider the whole of the environment impacts to be the “total adverse impact of the action in the context of the environment which will be impacted, particularly those elements of the environment which are sensitive or valuable.”
This section provides a summary of the potential impacts of the Project on matters relevant to the “whole of the environment”, which have been identified based on the specific assessment requirements in the EIS Guidelines and with reference to the assessment of environmental considerations in the Significant impact guidelines 1.2. The summary considers Commonwealth land as well as the whole of the environment within which the Project (action) would be carried out.
22.1.3.1 Plants and animals
A summary of assessment outcomes of relevance to plants and animals is provided in Table 22-3.
| Item | Summary | Further detail | ||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
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Environmental context |
Flora within the Project area Native and non-native vegetation within the Project area is comprised of five communities:
There are no threatened ecological communities listed under EPBC Act or NC Act present within the Project area. The total extent of ACT01.2 is below the minimum threshold to be classified as EPBC Act or NC Act Natural temperate grassland. Nine pest plants declared under the Pest Plants and Animals Act 2005 (ACT) have been recorded within the Project area including Chilean needlegrass and serrated tussock. Both of these plants are Weeds of National Significance, and are common throughout the Project area. Fauna within the Project area Biodiversity surveys have identified threatened fauna habitats for the Golden Sun Moth (Synemon plana), Superb Parrot (Polytelis swainsonii), Gang-gang Cockatoo (Callocephalon fimbriatum) and Diamond Firetail (Stagonopleura guttata) throughout the Project area. The greatest concentration of habitat for these species is present in the Parliament House precinct (along State Circle), the Inner South precinct (along Adelaide Avenue), and the Yarra Glen precinct (along Adelaide Avenue and Yarra Glen). Patches of habitat are also present in the Mitchell Depot site and the Woden precinct, including a concentration of mature native trees. All but one of the hollow-bearing trees identified as suitable breeding habitat for the Gang-gang Cockatoo are located in the Parliament precinct, with one habitat tree also located in the Inner South precinct. Two small patches of moderate quality grassland within the Inner South precinct provide potential habitat for the Perunga Grasshopper (Perunga ochracea), the Striped Legless Lizard (Delma impar), and the Canberra Raspy Cricket (Cooraboorama canberrae). Other threated fauna species identified in the Project area are summarised in Table 22-2. |
Section 11.2.1 of Chapter 11 (Project-wide issues) |
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Potential impacts |
Vegetation within the clearance footprint The following areas of vegetation communities would be removed. ACT01.2 Tablelands Dry Tussock Grassland would not be removed as it is located outside the clearance footprint.
The Project is likely to impact 126 or 116 mature native trees in the State Circle East and National Triangle Barton alignment options, respectively. This would include impact to 19 or 15 hollow bearing trees. Fauna Impacts to threatened fauna species identified in the Project area are summarised in Table 22-2. |
Sections 11.2.2 and 11.2.3 of Chapter 11 (Project-wide issues) Section 4.5 of Technical Report 2 (Biodiversity) |
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Mitigation approach |
Environmental management for the Project is detailed in Chapter 21 (Environmental management and mitigation measures). This includes construction and operational mitigation measures to manage impacts to biodiversity (flora and fauna). Relevant mitigation measures to address potential impacts to flora and fauna are summarised in Table 22-2. |
Chapter 21 (Environmental management and mitigation measures) Section 2.12 of Appendix L (Environmental Management Plan outline) |
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Residual impacts |
Construction After implementing mitigation and management measures, the risk of impacts on threatened fauna and native habitat assessed in the EIS would be managed and potentially reduced. Notwithstanding, significant impacts to the Golden Sun Moth, Gang-gang Cockatoo and Superb Parrot are still likely to occur due to the vegetation clearance required to construct and operate the Project. Impacts would be offset as described below. Operation After implementing mitigation and management measures, the risk of fauna strike by LRVs or collision with over-head wiring would be reduced, however may still occur. Design development of the project may also reduce the risk of indirect impacts from operational lighting. |
Section 3.1 of Appendix J (Environmental risk assessment) |
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Offsetting |
A Biodiversity Offset Strategy has been developed for the Project and would be updated to reflect any further avoidance or minimisation of biodiversity impacts achieved through ongoing design development. The Strategy focuses on sustainable habitat offsets for the Golden Sun Moth, Superb Parrot and Gang-gang Cockatoo, integrated with offset approaches developed and delivered for the broader Canberra Light Rail network (refer to mitigation measure BD14). |
Chapter 21 (Environmental management and mitigation measures) |
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22.1.3.2 Pollutants, chemicals and toxic substances
A summary of assessment outcomes for the whole of the environment, of relevance to pollutants, chemicals and toxic substances is provided in Table 22-4.
| Item | Summary | Further detail provided in: |
|---|---|---|
|
Environmental context |
Current land use within the Project area primarily consists of roadways, pavements, public open spaces, and grassed parks. The Commonwealth Avenue precinct also includes Lake Burley Griffin under the existing Commonwealth Avenue road bridges. The Mitchell Depot site is currently operational as a light rail depot. The surrounding land use is primarily commercial and civic uses within Commonwealth Avenue, Parliament House, National Triangle, Barton, the southern extent of Yarra Glen, and Woden precincts, and north and west of the Mitchell Depot site. Parklands and agricultural land are present to the south and east of the Mitchell Depot site. The surrounding land use of the remaining Project area is primarily residential. Key sources of pollutants, chemicals and toxic substances within the Project area and surrounds include earthworks at transport hubs in the Woden precinct and the Mitchell Depot site, chemicals from businesses, pesticides, pollution from vehicles and road materials, and operation of petrol stations throughout the Project area. |
Section 11.6.1 of Chapter 11 (Project-wide issues) Section 4 of Technical Report 5 - Contamination |
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Potential impacts |
Construction A Phase 1 environmental site assessment has been carried out for land potentially affected by the Project, including a review of historical land use and contamination data, existing land use and development patterns, contaminated land registers and other available contaminated land data. Areas of environmental concern (AECs) have been identified for land within or in proximity to the Project area based on current and historical land uses, and contaminated sites registered with the ACT Environment Protection Authority. Contaminants that may be present within these AECs include a series of anthropogenic contaminants commonly identified in urban environments, such as:
No sites with extensive, migrating, or intractable contamination issues have been identified within or in proximity to the Project area. More detailed site investigations have been identified and would be carried out for areas of greater contamination risk. These investigations would be carried out to further inform Project design and construction planning, and where relevant, to develop site contamination approaches (including consideration of remedial works, if required). Operation Operational impacts are anticipated to be restricted to those arising from accidental spills or leakage, primarily from stabling and maintenance activities at the Mitchell Depot, or from LRVs travelling along the alignment. Unless carefully managed, the soils in these areas could become contaminated with hazardous materials (such as fuels, lubricants, and hydraulic oils) during maintenance activities. However, with the implementation of mitigation measures, the risk of contamination from operation of the Project is anticipated to be negligible. |
Section 11.6.2 and 11.6.3 of Chapter 11 (Project-wide issues) Section 4 of Technical Report 5 - Contamination |
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Mitigation and management approach |
Environmental management for this Project is detailed in Chapter 21 (Environmental management and mitigation measures). This includes construction and operational mitigation measures to manage impacts associated with pollutants, chemicals, and toxic substances. Key relevant mitigation measures include the following:
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Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
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Residual impacts |
Construction After implementing mitigation and management measures, residual contamination risks would be limited. The key residual risk of potentially encountering contaminated land would remain, and would be managed through unexpected finds procedures. Operation After implementing mitigation and management measures, residual risks associated with contamination during operation would be negligible. |
Section 3.8 of Appendix J (Environmental risk assessment) |
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Offsetting |
No offsetting is proposed for impacts associated with pollutants, chemicals or toxic substances. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.1.3.3 People and communities
A summary of assessment outcomes of relevance to people and communities is provided in Table 22-5.
| Item | Summary | Further detail |
|---|---|---|
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Environmental context |
The ACT, with its relatively young and educated population, exhibits economic strengths alongside significant challenges related to housing affordability and financial stress. The population living in closest proximity to the Project reflects a diverse community with a slightly older demographic and higher median incomes, yet also faces housing pressures and varying levels of technology access among residents. The workforce primarily comprises sectors such as public administration and safety, professional, scientific, technical services, retail trade, accommodation and food services, and health care and social assistance. Throughout the Project area are community facilities, urban parks, recreational areas, and educational institutions. Informal and formal social activities take place throughout the Project area, with Lake Burley Griffin in the Commonwealth Avenue precinct being a key place for recreation. |
Sections 11.7.1 and 11.8.1 of Chapter 11 (Project-wide issues) Sections 6.3, 6.4, and 6.5 of Technical report 6 - Socioeconomic |
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Potential impacts |
Construction Taking into account the matters listed in Appendix A of the Significant impact guidelines 1.2 (Department of Sustainability, Environment, Water, Population and Communities, 2013), potential impacts to people and communities would include the following:
Operation During operation, the following impacts to people and communities would occur:
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Sections 11.12.2, 11.1.2, 11.1.3, and 11.7.2 of Chapter 11 (Project-wide issues) Sections 11.9.2 and 11.9.3 of Chapter 11 (Project-wide issues) Section 11.8.2 of Chapter 11 (Project-wide issues) Sections 11.7.2 and 11.7.3 of Chapter 11 (Project-wide issues) Section of Technical report 6 - Socioeconomic |
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Mitigation approach |
In addition to specific environmental management and mitigation measures tailored to individual impacts (e.g. traffic, parking, noise and vibration, heritage, biodiversity, which are outlined in Chapter 21 (Environment management and mitigation)), an overarching Community Engagement and Social Management Plan would be developed and implemented (refer to mitigation measure SE1). The plan would include several subcomponents, outlined further in Appendix L (Environmental Management Plan outline):
Additionally, during construction, tailored mitigation measures would be developed in consultation with event organisers to minimise construction impacts to major events (refer to mitigation measure SE5). |
Chapter 21 (Environmental management and mitigation measures) |
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Residual impacts |
Construction Implementing mitigation and management measures would reduce the magnitude of potential impacts to people and communities (including impacts to access, resource use and amenity related impacts), however these temporary disruptions are still likely to be experienced during construction, consistent with other major transport projects of this scale. Operation The majority of impacts to people and communities would be managed during operation. While operation of the Project would contribute to reduced traffic congestion, other factors outside of the Project's control could worsen congestion. Long-term, additional investments in public transport, road network improvements, and policies that promote active and sustainable transport would also be necessary to mitigate Canberra's projected increase in congestion. |
Section 3.7 of Appendix J (Environmental risk assessment) |
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Offsetting |
No offsetting is proposed. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.1.3.4 Natural and physical resources
A summary of assessment outcomes of relevance to natural and physical resources is provided in Table 22-6.
| Item | Summary | Further detail |
|---|---|---|
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Environmental context |
The Project would be located across four subcatchments that drain through Lake Burley Griffin into the Molongolo River and eventually into the Murrumbidgee River:
The Mitchell Depot site drains separately via Sullivans Creek into Lake Burley Griffin. Consistent with the highly developed urban environments across central Canberra, water quality in each of these subcatchments is degraded and affected by common urban runoff pollutants. Water quality monitoring carried out under the Lake Burley Griffin Management Plan presents consistent trends of elevated electrical conductivity, which typically indicates elevated water pollution. Groundwater table depth is dependent on location and hydrogeological conditions. The groundwater table level within the Project area is estimated to range between 2 m and 8 m below ground level with varying degrees of permeability and water movement through the Project area. |
Section 11.5.1 of Chapter 11 (Project-wide issues) Section 3 of Technical Report 4 - Hydrology, flooding and water quality |
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Potential impacts |
Construction Groundwater There is some potential for the Project to intercept perched groundwater during construction, particularly larger scale excavation activities. These may include the excavation required to construct the covered section between Commonwealth Avenue and State Circle (State Circle East alignment option only), trenching for utility works and embankment cuttings. This excavated ground may fill with rainwater or groundwater and contain high concentrations of suspended soils, hydrocarbons from plant, and other contaminants such as metals (e.g. iron, copper) and salts from groundwater. If not managed appropriately, dewatering of excavations may cause impacts to downstream receptors. Potential impacts to groundwater are likely to be temporary, localised, and relatively small given the limited areas and depth of excavation proposed compared to the scale of the groundwater flow systems. Turbidity and water quality The Project is unlikely to involve excavation of a scale that would result in subsidence, instability or substantial erosion. Certain construction activities and locations within the Project area risk surface water pollution such as utilities work, earthworks, construction of bridges, vegetation removal, works within and/or adjacent to the main channel of Yarralumla Creek, and at construction compounds located adjacent to key stormwater drainage assets or waterways. Further, construction activities may increase the risk of pollution incidents caused by spills of fuels or chemicals. Project works within Lake Burley Griffin required to construct the new light rail bridge between the existing Commonwealth Avenue road bridges have the potential to affect the quality of water within the lake through disturbance of sediment and accidental spills and leaks. Flooding Structures such as construction compounds, fencing, and material storage can create blockages or diversions to the existing flood flow paths and drainage infrastructure that results in changes in flow characteristics. Blocking or diverting stormwater flows can also push water into spaces or drainage assets that do not have the capacity to manage the additional volume of water. While this may not necessarily cause flooding, it can lead to a number of detrimental impacts. These include changes to flow conditions at discharge points, such as increased scour and erosion, reduced headroom in the existing stormwater drainage network, and extended waterlogging in public spaces due to increased volume of runoff. Operation Groundwater The covered section between Commonwealth Avenue and State Circle may require intermittent dewatering due to potential seasonal groundwater rise and / or perched water ingress. It is likely that the covered section invert would be above the local groundwater level, and the risk of groundwater ingress would therefore be low. However, as further site investigations would be required to confirm groundwater levels, a conservative assessment of groundwater ingress has been adopted for the Project. Water quality Operational infrastructure required for the Project would increase impervious surfaces across the Acton, Capital Hill, Adelaide Avenue and Yarralumla subcatchments. The Model for Urban Stormwater Improvement Conceptualisation (MUSIC) has been used to estimate potential increases in surface water pollutant loads from an increase in impervious surface area created by the Project, including gross pollutants, total suspended solids, total nitrogen and total phosphorous. The model indicates around a 5-6% increase in each of these pollutants for the State Circle East alignment option, and around a 3% increase for the National Triangle-Barton alignment option. Flooding The Project has been designed to avoid and minimise adverse changes to hydrology, including local and regional level flooding characteristics. In most cases, changes in flood depths would be very low (in the order of centimetres) and within the levels of conservatism inherent in the flood modelling carried out for the Project. More detailed evaluation of greater increases in flood depths (in the order of tens of centimetres) indicates that these increases would be relatively small compared with predicted flood depths without the Project. |
Sections 11.5.2 and 11.5.3 of Chapter 11 (Project-wide issues) Sections 4 and 5 of Technical Report 4 - Hydrology, flooding and water quality |
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Mitigation approach |
Groundwater Groundwater would be managed in accordance with the Surface Water and Groundwater Plan (refer to mitigation measures HF1 and HF3). Water quality Construction of the Project would be managed with application of common erosion and sedimentation control measures typically applied to major construction sites. The surface water quality management approach during construction of the Project would be developed and documented as part of the CEMP(s) (refer to mitigation measure HF1). The CEMP(s) for the Project would include more detailed measures to monitor and manage water quality, to protect Lake Burley Griffin during construction (refer to mitigation measure HF4). Opportunities to integrate water sensitive urban design into the Project have been considered, and would continue to be reviewed as part of ongoing design development, with the aim of minimising additional pollutant release into the surrounding catchments from impervious operational infrastructure (refer to mitigation measure HF6). Flooding Measures to minimise the risks and impacts of flooding, during construction will be detailed in the Surface Water and Groundwater Plan as part of the CEMP(s) for the Project (refer to mitigation measure HF5). Ongoing design development would seek to minimise material adverse changes in flood characteristics along and around the Project. This would be confirmed through updated flood assessments based on the final Project design, taking into account design and flood planning standards applicable to the catchments traversed by the Project (refer to mitigation measure HF7). |
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
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Residual impacts |
Implementing mitigation and management measures would reduce the magnitude of impacts described above. However, due to construction and operational requirements, impacts would not be removed altogether and would be managed through the CEMP(s) and further design refinements. |
Section 3.7 of Appendix J (Environmental risk assessment) |
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Offsetting |
No offsetting is proposed. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.1.3.5 Heritage
A summary of assessment outcomes for heritage is provided in Table 22-7.
| Item | Summary | Further detail |
|---|---|---|
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Environmental context |
In the Project area are places of cultural (First Nations and historic) and natural heritage significance. Various heritage places and items are listed or nominated on Commonwealth and/or Territory heritage registers. As well as individual places, the heritage context includes landscape-level significance to First Nations people, which is not constrained by place boundaries. Natural heritage values are similarly associated with habitats and natural features in the Project area. Canberra's Central National Area is nationally significant as a designed cultural landscape of symbolism, formality, and ceremony. The heritage attributes and values of the Project area, both tangible and intangible, come together to create a cultural landscape that is greater than the sum of its parts. The significant heritage places and attributes include the underlying geometry and symbolism of the Griffin Plan for Canberra, the connections and relationships between places, landscape design elements such as lakes, trees, and use of topography, road layouts, views and vistas, significant buildings, memorials and structures, and their positioning in relation to other elements. This landscape as a whole is an identified heritage place with recognised values. In addition, numerous individual places within the Project area and broader landscape have specific heritage values relating to their history and contemporary importance. |
Historic heritage chapters in Part B (Environmental impact assessment) First Nations heritage chapters in Part B (Environmental impact assessment) Sections 4 and 5 of Technical Report 3 - Heritage |
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Potential impacts |
First Nations heritage (construction and operation) The lack of recorded or anticipated archaeological sites and sensitivity zones combined with significant historical disturbance within the Project area indicates that direct archaeological impacts would not be expected during construction. In accordance with mitigation measure AH1 of Chapter 21 (Environmental management and mitigation measures), an unexpected finds protocol would be developed and enacted in the event that an item of First Nations heritage significance is encountered during construction. The Project has the potential to indirectly affect the closest listed sites with First Nations cultural heritage significance (including the Aboriginal Tent Embassy), particularly through landscape and visual amenity impacts, and noise and vibration, particularly during construction. Beyond individual heritage sites, possible indirect impacts may occur to the cultural storyline relating to the Molonglo River, due to the presence of light rail bridge construction works along Commonwealth Avenue over Lake Burley Griffin. During operation there would be no additional impact on First Nations archaeological or cultural values. The Project would not impact the First Nations cultural landscape because of the high degree of development of the landscape already. However, Representative Aboriginal Organisations (RAOs) consulted as part of the assessment considered that the addition of more infrastructure would result in an ongoing accumulation of impact to the cultural landscape, albeit to a landscape that is already highly modified. Historic heritage (construction and operation) The Project has been designed to avoid and minimise impacts to historic heritage places and values where possible. This has resulted in direct impacts within the boundaries of only four listed heritage items:
More than 30 heritage sites, listed on the Commonwealth Heritage List, National Heritage List and/or ACT Heritage Register have been identified within relative proximity to the Project area. Most are located around the northern extent of the Project, including the Commonwealth Avenue, Parliament House, National Triangle and Barton precincts. These sites have the potential to be indirectly affected by the Project during construction and operation due to changes in the landscape and visual setting around the sites, and through vibration caused by construction activities or the movement of LRVs during operation. |
Historic heritage chapters in Part B (Environmental impact assessment) Aboriginal cultural heritage chapters in Part B (Environmental impact assessment) Section 6 of Technical Report 3 - Heritage |
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Mitigation approach |
First Nations heritage Key mitigation measures to address potential impacts to First Nations heritage include the following:
Historic heritage Table 22-2 includes a summary of mitigation measures relevant to the management of historic heritage impacts. These measures would be applied to the management of heritage listed places on all registers, where relevant. As part of ongoing design development and construction, opportunities to soften, shield and reduce the scale of temporary visual intrusions would be considered, particularly for heritage items with direct lines of site to construction areas. Heritage-related mitigation and management measures, including interpretive signage, landscaping relevant to heritage sites and values, heritage-sensitive operational lighting, and other public domain measures relevant to heritage values would be implemented and maintained during operation. |
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual impacts |
Construction After implementing mitigation and management measures, the risk of direct and indirect impacts on listed heritage places during construction would continue to be high, albeit reduced compared to a scenario without management measures. Risk of impacts to Aboriginal heritage artefacts, burial sites and historical archaeology would be low. Operation After implementing mitigation and management measures, the risk of visual impacts on heritage items and vistas, and impact to landscape character, buildings, and structures would continue to be high, albeit reduced compared to a scenario without management measures. |
Section 3.2 of Appendix J (Environmental risk assessment) |
|
Offsetting |
No offsetting is proposed. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.1.3.6 General environmental impacts
A summary of assessment outcomes for general environmental impacts is provided in Table 22-2.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental context |
With reference to Section 6.3.6 of the EIS Guidelines (Appendix C), key components of the existing environment relevant to general environmental impacts include the following: Noise and vibration The Project area is partially situated within busy transport corridors, where existing background noise levels are already elevated due to traffic and urban activities. The Project area also traverses areas where sensitive recreational and residential receivers are present. Air quality While the Project area is within an urbanised area, the existing background air quality is within acceptable levels reviewed against the existing National Environment Protection (Ambient Air Quality) Measure (2021) standards. Lighting All precincts have been identified as having a high to medium district brightness. Precincts that are within or near the National Triangle and Parliament House feature wide avenues with well-lit, landmark focal points (most notably Parliament House) at their apex. Recreational areas Formal and informal recreation facilities currently exist along or within close proximity to the Project area, including Lake Burley Griffin in the Commonwealth Avenue precinct. In addition to these facilities, several open space areas are zoned for recreational land uses along the length of the Project. Hazards and risks The existing environment of the Project encompasses roads, urban areas, recreational areas, and Lake Burley Griffin. There are inherent risks in the existing environment including:
|
Section 2 of Technical report 9 - Noise and vibration Section 11.9.1 of Chapter 11 (Project-wide issues) Night-time visual impact assessment sections of Technical report 10 - Landscape character and visual amenity Section 11.8.1 of Chapter 11 (Project-wide issues) Section 11.13.1 of Chapter 11 (Project-wide issues) |
|
Potential impacts |
Construction The Project would cause the following general environmental impacts during construction:
Operation The Project would cause the following general environmental impacts during operation:
|
Sections 5 and 6 of Technical report 9 - Noise and vibration Sections 11.9.2 and 11.9.3 of Chapter 11 (Project-wide issues) Section 4 of Technical report 10 - Landscape character and visual amenity Sections 11.8.2 and 11.8.3 of Chapter 11 (Project-wide issues) Sections 11.13.2 and 11.13.3 of Chapter 11 (Project-wide issues) |
|
Mitigation approach |
Construction Noise and vibration impacts would be managed by implementing measures detailed in a Noise and Vibration Management Plan, minimising high noise generation outside of standard construction hours. Air quality impacts would be managed by minimising dust generation with the potential to affect off-site receivers during construction of the Project, including a Dust Management Plan. Impacts from lighting due to construction would be temporary and managed, where necessary, with measures developed within a Light Spill Plan as part of the CEMP(s). These measures will include the use of full cut-off light fittings to minimise light spill and direct lighting appropriately to reduce impacts on surrounding areas. Impacts to recreational facilities and amenities would be managed by minimising Project footprint and occupation of land during construction as well as rehabilitating affected land that is not required for permanent operational infrastructure. Risks and hazards to people and property would be mitigated by implementing various management plans, managing potentially affected utilities, conducting detailed safety reviews, and consulting relevant land custodians/lessees of buildings or sites. Other specific measures to manage general environmental impacts are identified in Chapter 21 (Environmental management and mitigation measures). Operation Operational noise and vibration impacts would be largely mitigated through design measures, and an Operational Noise and Vibration Review would be prepared as part of ongoing design development to update the ground-borne noise and vibration and airborne noise estimations in this EIS. During operation the Project would seek to be generally consistent with existing lighting levels, where possible. Measures to minimise the obtrusive effects of light spill on adjacent properties would be detailed in a Light Spill Plan. Risks and hazards to people and property would be mitigated by implementing various management plans, managing potentially affected utilities, conducting detailed safety reviews, and consulting relevant land custodians/lessees of buildings or sites. Air quality impacts and recreational facilities/amenities would be limited and appropriately managed through design development. Other specific measures to manage general environmental impacts are identified in Chapter 21 (Environmental management and mitigation measures). |
Chapter 21 (Environmental management and mitigation measures) |
|
Residual impacts |
Implementing mitigation and management measures would reduce the magnitude of impacts described above. However, due to construction and operational requirements, impacts would not be removed altogether and would be comparable to other major transport and infrastructure projects of this scale. |
Appendix J (Environmental risk assessment) |
|
Offsetting |
No offsetting is proposed for general environmental impacts. Potential impacts would be managed to an acceptable level through the proposed mitigation measures and management plans. |
N/A |
22.2 Assessment under the Planning Act
As described in Chapter 8 (Legislation and policy), under the Planning Act, an EIS is required to be prepared to inform assessment of a Development Application for the Project.
The Territory Planning Authority (TPA) issued an EIS Scoping Document on 4 March 2024, which identified the matters to be addressed by the EIS. The EIS Scoping Document is provided in Appendix B (Scoping Document). Matters identified in the EIS Scoping Document are addressed throughout the EIS.
The following sections provide a summary of the outcomes of the environmental impact assessment carried out in this EIS with respect to the matters identified in the EIS Scoping Document. This includes a summary of the potential impacts associated with each aspect, mitigation and management approaches, and the likely residual risks following the application of mitigation measures.
The majority of the Project area is located on Designated Areas. As shown on Figure 22-1, non-Designated Areas within the Project area includes the entirety of the Woden precinct and Mitchell Depot site, and the majority of the Yarra Glen precinct. There are also discrete areas of non-Designated Areas at the boundaries of the Inner South and Barton precincts.
The following summary is therefore applicable to a relatively small portion of the Project on non-Designated Areas. A summary of the total scope of impacts is provided in relation to the EPBC Act in Section 22.1.
22.2.1 Biodiversity and trees
A summary of assessment outcomes for biodiversity and trees is provided in Table 22-9.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
Much of the original native biodiversity endemic to the central Canberra area has been removed and fragmented through historic development of the city. Notwithstanding, important areas of remnant native vegetation exist, particularly on undeveloped sites, in protected areas, and along infrastructure corridors. Of the vegetation communities identified in the Project area (which are summarised in Table 22-3), native and non-native vegetation on non-Designated Areas in the Project area generally comprises:
There are no threatened ecological communities listed under EPBC Act or NC Act present within the Project area (including on non-Designated Areas). Of relevance to non-Designated Areas, threatened (and listed) fauna habitat identified in the Project area includes the following:
Suitable foraging habitat for the threatened species listed above is present on non-Designated Areas in the Inner South precinct, Yarra Glen precinct, Woden precinct and Mitchell depot site. Breeding trees for Gang-gang Cockatoo have also been identified on non-Designated Areas in the Inner South precinct. These areas are shown on Figure 4-16 of Technical Report 2 - Biodiversity. |
Section 11.2.1 of Chapter 11 (Project-wide issues) Section 4.4 of Technical Report 2 - Biodiversity |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 3 of Technical Report 2 - Biodiversity |
|
Potential impacts |
Flora - direct impacts The Project design has been developed with the aim of avoiding direct and indirect impacts to biodiversity values in the landscape. Through this process, a clearance footprint has been defined, as shown on Figure 11-33 to Figure 11-40 of Chapter 11 (Project-wide issues). Vegetation clearing would not be permitted outside this clearance footprint. Vegetation removal on non-Designated Areas would involve removal of exotic grassland, and landscape plantings (both native and exotic). Thirty hollow-bearing trees and 180 mature native trees within the Project area are located on non-Designated Areas, some of which would be impacted by the Project. The potential for the Project to result in a key threatening process is assessed in Technical Report 2 - Biodiversity. The assessment has identified that the Project would increase the level of threats to the ecological function of the local landscape as described in the Loss of Mature Native Trees Key Threatening Process Action Plan (EPSDD, 2023). Fauna - direct impacts The Project has the potential to have significant adverse impacts on the following threatened species:
Impacts to habitat for other threatened species (that would not be significantly impacted) are discussed in Technical Report 2 - Biodiversity. Indirect impacts Native vegetation and habitat adjacent to the Project area (including non-Designated Areas), and species using air space within the Project area may be indirectly impacted by the proposed works if appropriate mitigation and management measures are not implemented (during both construction and operational phases). Potential indirect impacts are associated with the spread of invasive species, noise and vibration, erosion and sedimentation, dust, and waste generation during construction. There is also the potential for increased mortality of birds due to collisions with over-head lines and collision construction and the light rail vehicles. |
Sections 11.2.2 and 11.2.3 of Chapter 11 (Project-wide issues) Section 4.5.5 of Technical Report 2 - Biodiversity |
|
Mitigation and offsets |
Opportunities to avoid and minimise impacts on native biodiversity have been carefully considered through the design and construction planning for the Project. Key mitigation measures to address potential impacts to listed threatened species include the following:
A Biodiversity Offset Strategy has been developed for the Project and would be updated to reflect any further avoidance or minimisation of biodiversity impacts achieved through ongoing design development. The Strategy focuses on sustainable habitat offsets for the Golden Sun Moth, Superb Parrot and Gang-gang Cockatoo, integrated with offset approaches developed and delivered for the broader Canberra Light Rail network (refer to mitigation measure BD14). |
Chapter 21 (Environmental management and mitigation measures) Section 2.12 of Appendix L (Environmental Management Plan outline) Appendix B of Technical Report 3 - Biodiversity |
|
Residual risks |
Construction: After implementing mitigation and management measures, the risk of impacts on threatened fauna and native habitat assessed in the EIS would be managed and potentially reduced. Notwithstanding, significant impacts to the Golden Sun Moth, Gang-gang Cockatoo and Superb Parrot are still likely to occur due to the vegetation clearance required to construct and operate the Project. Impacts would be offset as described above. Operation: After implementing mitigation and management measures, the risk of fauna strike by LRVs or collision with over-head wiring would be reduced, however may still occur. Design development of the Project may also reduce the risk of indirect impacts from operational lighting. |
Section 4.1 of Appendix J (Environmental risk assessment) |
22.2.2 Heritage (First Nations and Historic)
A summary of heritage assessment outcomes is provided in Table 22-10.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
In the Project area are places of cultural (First Nations and historic) and natural heritage significance. Various heritage places and items are listed or nominated on Commonwealth and/or Territory heritage registers. Heritage places in the study area for the heritage assessment that are listed on the ACT Heritage Register include:
While some of these items are located in a Designated Area, they are managed and listed on the ACT Heritage Register. As well as individual places, the heritage context includes landscape-level significance to First Nations people, which is not constrained by place boundaries. |
Historic heritage chapters in Part B (Environmental impact assessment) First Nations heritage chapters in Part B (Environmental impact assessment) Sections 4 and 5 of Technical Report 3 - Heritage |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 3 of Technical Report 3 - Heritage |
|
Potential impacts |
First Nations heritage (construction and operation) The lack of recorded or anticipated archaeological sites and sensitivity zones combined with significant historical disturbance within the Project area indicates that direct archaeological impacts would not be expected during construction or operation. An unexpected finds protocol would be developed and enacted in the event that an item of First Nations heritage significance is encountered during construction. Historic heritage (construction and operation) The Project has been designed to avoid and minimise impacts to historic heritage places and values where possible. Several heritage places or objects registered on the ACT Heritage Register under the Heritage Act 2004 (ACT) have the potential to be affected by the Project. Potentially significant adverse impacts have been identified at the following ACT Heritage Register-listed or nominated places: Albert Hall (in the Commonwealth Avenue precinct) and Hotel Kurrajong (in the Barton Precinct). Other impacts to ACT Heritage place are predicted to occur however they are not expected to be 'moderate to significant' in nature. Potentially significant adverse impacts to heritage for the State Circle East alignment option are as follows:
For the National Triangle-Barton alignment option:
|
Historic heritage chapters in Part B (Environmental impact assessment) Aboriginal cultural heritage chapters in Part B (Environmental impact assessment) Section 6 of Technical Report 3 - Heritage |
|
Mitigation and offsets |
Mitigation approach Key mitigation measures to address potential impacts to First Nations heritage include the following:
Key mitigation measures relevant to the management of historic heritage impacts include the following:
As part of ongoing design development and construction, opportunities to soften, shield and reduce the scale of temporary visual intrusions would be considered, particularly for heritage items with direct lines of site to construction areas. |
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: After implementing mitigation and management measures, the risk of direct and indirect impacts on listed heritage places during construction would continue to be high, albeit reduced compared to a scenario without management measures. Risk of impacts to Aboriginal heritage artefacts, burial sites and historical archaeology would range from low to negligible in non-Designated Areas. Operation: After implementing mitigation and management measures, the risk of visual impacts on heritage items and vistas, and impact to landscape character, buildings, and structures would continue to be very low to negligible, in non-Designated Areas. |
Section 4.2 of Appendix J (Environmental risk assessment) |
22.2.3 Noise and vibration
A summary of assessment outcomes for noise and vibration is provided in Table 22-11. Impacts relating to lighting are summarised in Section 22.2.4, as they relate to landscape and visual amenity.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
The Project area is partially situated within busy transport corridors, where existing background noise levels are already elevated due to traffic and urban activities. The Project area also traverses areas where sensitive recreational and residential receivers are present. Noise catchment areas have been determined based on the general ambient noise environment of the area, and the types of receivers and land uses potentially affected by the Project. These are shown in noise and vibration chapters in Part B (Environmental impact assessment). Most of the noise catchment areas intersect areas of non-Designated Areas. |
Noise and vibration chapters in Part B (Environmental impact assessment) Section 2 of Technical Report 9 - Noise and vibration |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 4 of Technical Report 9 - Noise and vibration |
|
Potential impacts |
Construction As is typically the case with construction of major infrastructure projects in urban environments, exceedances of construction noise management levels have been predicted across all Project precincts (including on non-Designated Areas) during most construction activities. A large number of receivers would be 'moderately' or 'highly' noise affected at times. Impacted receivers would be primarily residential in nature, but non-residential receivers near the Project area may also be impacted by elevated noise levels during construction. Of the receivers on non-Designated Areas, those around the Inner South and Yarra Glen precincts would be most affected by elevated noise levels, mainly due to the number of residential receivers along this part of the Project corridor. High noise levels are generally unavoidable given the extent of the proposed works, density of sensitive receivers in the surrounding areas, the proximity of works to the receivers, and the noisy nature of peak works required for an infrastructure project of this scale. The Project would be subject to a detailed noise and vibration management measures as part of the (CEMP(s) including activity- and site-specific measures to minimise the generation of noise, adoption of minimum working distances for vibration intensive equipment, engagement with affected stakeholders and scheduling of noise intensive activities to minimise works during noise sensitive periods and with appropriate respite periods. Most construction works would be carried out during standard construction hours, with high noise intensity works prioritised to be conducted during the day time where possible. The Project construction traffic would generally not result a perceptible increase in road traffic noise along routes in non-Designated Areas. Operation Operational airborne noise levels and ground-borne noise and vibration levels would be compliant with relevant noise trigger levels at the majority of receivers. There are two residential buildings, both on non-Designated Areas, where noise levels are predicted to exceed the airborne noise trigger levels by 1 dB(A). This includes one receiver in the Inner South precinct and one receiver in the Woden precinct (for both alignment options). Changes in noise level by up to 2 dB(A) are not considered to be perceptible by the average listener. There are eight non-residential buildings on non-Designated Areas where noise levels may exceed the airborne noise trigger levels by greater than 2 dB(A). This includes five buildings in the Inner South precinct (both alignment options) and three buildings in the Woden precinct (both alignment options). Noise mitigation for these buildings would be considered as part of ongoing design development. Vibration levels are not predicted to exceed the nominated vibration human comfort criteria and cosmetic damage criteria for either alignment option. Changes in road traffic noise levels have been predicted at sensitive receiver locations where the Project would implement substantial road modifications or there are substantially greater traffic volumes for the years 2031 and 2041. Traffic volumes and therefore road traffic noise levels are predicted to decrease at most locations due to the Project. No exceedances of criteria were identified in the assessment. Fixed facilities proposed for the Project include traction power substations (TPSs), Public Address (PA) systems at light rail stops as well as adjustments to the existing Mitchell Depot. Qualitative assessments of the fixed facilities have been conducted to determine the risk of adverse community impact as a result of the operation of the facilities. These assessments concluded that the noise impacts of these facilities would be minor and managed through detailed design development. |
Noise and vibration chapters in Part B (Environmental impact assessment) Sections 5 and 6 of Technical Report 9 - Noise and vibration |
|
Mitigation and offsets |
Key mitigation measures to address potential noise and vibration impacts include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: After implementing mitigation and management measures, the risk of direct and indirect impacts from vibration during construction would continue to be high, although reduced compared to a scenario without management measures. Risks associated with an increase in noise impacts would be low in non-Designated areas. Risks would continue to be managed to an acceptable level through the mitigations described above. Operation: After implementing mitigation and management measures, the risk of the impacts of noise and vibration during operation would be high, although reduced compared to before mitigation, in non-Designated areas. Risks would continue to be managed to an acceptable level through the mitigations described above. |
Section 4.3 of Appendix J (Environmental risk assessment) |
22.2.4 Landscape character and visual amenity (including lighting)
A summary of assessment outcomes for landscape character and visual amenity (including lighting) is provided in Table 22-12.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
In areas of non-Designated Areas, key landscape and visual features include:
|
Landscape character and visual amenity (Environmental impact assessment) Section 3 of Technical Report 10 - Landscape character and visual amenity |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 2 of Technical Report 10 - Landscape character and visual amenity |
|
Potential impacts |
Construction Construction of the Project would be visually prominent, extensive in scale and extent. Temporary construction infrastructure (compounds, plant and equipment) would result in adverse landscape and visual impacts. However, construction would be limited in duration, and these adverse impacts would only be temporary. Areas disturbed during construction and not required for permanent infrastructure would be rehabilitated and landscaped upon completion of the relevant construction works. On non-Designated Areas, up to 'high to moderate adverse' landscape and visual impacts have been predicted during construction, particularly in the Yarra Glen and Inner South precincts. This is generally due to the close proximity to residential properties to substantial construction work planned in these areas. Receivers in the Woden precinct would experience up to 'moderate adverse' impacts due to the presence of construction activity. The low number of heritage items within the precinct and commercial land use (with substantial areas currently under construction in the Woden Town Centre) would result in a relatively lower sensitivity to the area to temporary change. The Mitchell Depot site would experience negligible landscape and visual impacts due to its industrial setting, which would be relatively less sensitive to change. The introduction of construction lighting where night works are proposed (which would be necessary to provide a safer working environment) may result in increased light spill affecting adjacent residential properties and open spaces. However, impacts would be readily manageable through best practice mitigation measures. Operation Strategies to avoid and minimise potential landscape and visual impacts associated with operational Project infrastructure have been a key consideration in ongoing design development. Recognition of the significance of the Project's setting has been foremost in developing its design, including a formal Public Domain Master Plan, and supporting Connecting with Country Framework, Landscape Plan and Tree Succession Plan. The Project would introduce a new element into the landscape which would have an impact on the character of both the landscape in which it would be located (i.e. the existing transport corridor), but also surrounding landscapes with visual access to the new infrastructure. Key areas of the Project that may experience a beneficial landscape and visual outcome would include:
Notwithstanding, both alignment options of the Project at operation are considered to result up to moderate adverse landscape and visual effects on the southern precincts (from Inner South to Woden, where the majority of non-Designated Areas near the Project is located). The addition of light rail infrastructure would alter the character and increase the visual prominence of transport corridors in these precincts. There would be no appreciable change to landscape character or visual amenity at the Mitchell Depot site due to the Project during operation. Assessment of night time (lighting) visual impacts from the Project has also concluded with a likely adverse impact, for similar reasons to anticipated day time visual impacts. Opportunities to minimise lighting from the Project while ensuring safety and adequate operational performance would be considered during ongoing design development. |
Landscape character and visual amenity sections in Part B (Environmental impact assessment) Section 4 of Technical Report 10 - Landscape character and visual amenity |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to landscape character and visual amenity include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: After implementing mitigation and management measures, the risk of impacts on visual amenity during demolition and construction would continue to be high, albeit reduced compared to a scenario without management measures. Risks would continue to be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operation-phase risks. A high residual risk would remain, associated with the addition of new infrastructure to the visual landscape. However, risks would be managed to an acceptable level through the mitigations described above. |
Section 4.4 of Appendix J (Environmental risk assessment) |
22.2.5 Traffic and transport
A summary of assessment outcomes for traffic and transport is provided in Table 22-13.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
Existing conditions in the Project area The road network within and surrounding the Project varies from low speed (40-60 km/h) urban roads with high-place value to high-speed arterial roads (70-80 km/h), particularly Adelaide Avenue, Yarra Glen and Yamba Drive. Bus services are the primary mode of public transport that services the Project area. Rapid bus routes operate along Yarra Glen. Adelaide Avenue, Capital Circle and/or Commonwealth Avenue. Bus stops along these key roads are generally serviced by a bus service every couple of minutes, particularly in peak periods. Several other standard bus services with varying frequencies throughout the day also support the Project area. Future conditions without the Project Despite the broad coverage of the bus network, there is a limit to its capacity to meet the needs of a growing city. Significant year on year population growth is projected in the ACT through to 2041, leading to increased travel demand across the ACT. The ABS data highlights that car travel is the predominant transport mode for journeys to and from work in Canberra now and into the future. Therefore, majority of the forecast travel demand growth would be via private vehicle travel, resulting in increased traffic demand (and pressure) on the ACT road network. ACT would face a highly congested road network during weekday peak hours by 2031. Without changes in government policy to alter trip behaviours and patterns, coupled with major transport infrastructure investment, future development within the Commonwealth Park to Woden corridor is anticipated to lead to a decline in traffic speeds, increasing travel time and impeding access to employment opportunities, community facilities, and social and recreational activities. |
Section 11.1 of Chapter 11 (Project-wide issues) Traffic and transport sections in Part B (Environmental impact assessment) Section 3 of Technical Report 1 - Traffic and transport |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 3 of Technical Report 1 - Traffic and transport |
|
Potential impacts |
Construction While several changes to the transport network (during both construction and operation) would occur on Designated Areas, they have the potential to affect the broader transport network and movements from areas in non-Designated Areas. Construction of the Project would cause temporary disruptions to the existing road network due to increased construction traffic, altered site access, changes to parking arrangements, and partial or full road closures (most of which would occur on Designated Areas in the Project's northern precincts, with flow on effects for the broader transport network). These disruptions would redistribute traffic across surrounding routes, leading to decreased volumes on major roads near construction sites and increased volumes on parallel and arterial roads such as King Edward Terrace, Flynn Drive, Tuggeranong Parkway, and Monaro Highway. A Travel Demand Management Strategy would be implemented to reduce peak-hour traffic by five to ten percent, encouraging alternative travel modes and off-peak travel. The Project would also affect parking supply, with a reduction in available spaces during both construction and operation. Most of the reduction in parking supply would be temporary during construction and associated with the location of construction compounds on land currently used for off-street parking areas. The majority of this parking removal would occur on Designated Areas around the Commonwealth Avenue, National Triangle and Barton precincts. All accessible parking spaces removed by the Project would be replaced with equivalent parking spaces in the same area. Other permanent parking space loss would be replenished through ongoing market supply. Modifications to the road network and access limitations in the Project area would also impact pedestrian and cycling paths during construction of the Project. Alternative access arrangements for pedestrians and cyclists would be maintained throughout the construction works with minimal diversion from the desire line. Operation Once operational, the Project would enhance transport capacity, accommodating an additional 2,400 people per hour in each direction while improving pedestrian and cycling connectivity by providing new bridges, shared paths, and bike parking. The Project would require modifications to the existing road network, including lane adjustments, intersection upgrades, and some road closures, including the removal of the Yarra Glen roundabout. Traffic modelling indicates that most travel time changes would be under five minutes, though some routes, particularly in the AM peak, may experience longer delays due to background traffic growth and changes in traffic patterns. Bus services along Adelaide Avenue may experience minor delays, though these are linked more to broader congestion trends than the Project. While the Project would provide a reliable alternative to driving, reducing reliance on congested roads, it is just one component of a larger integrated transport strategy. Long-term, additional investments in public transport, road network improvements, and policies that promote active and sustainable transport would also be necessary to mitigate Canberra's projected increase in congestion. |
Section 11.1 of Chapter 11 (Project-wide issues) Traffic and transport sections in Part B (Environmental impact assessment) Sections 5 and 6 of Technical Report 1 - Traffic and transport |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to traffic and transport include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce construction-phase risks to a low or very low rating. Some high and medium residual risks would remain:
These risks would be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operational risks to a low risk level. One high risk remains which involves risk of a reduced road network performance during operation. Risks would continue to be managed to an acceptable level through the mitigations described above. |
Section 4.5 of Appendix J (Environmental risk assessment) |
22.2.6 Air quality
A summary of assessment outcomes for air quality is provided in Table 22-14.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
While the Project area is within an urbanised area, the existing background air quality is within acceptable levels reviewed against the existing National Environment Protection (Ambient Air Quality) Measure (2021) standards. |
Section 11.9 of Chapter 11 (Project-wide issues) |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) |
|
Potential impacts |
Impacts to air quality have been assessed at a 'Project-wide' level in Chapter 11 (Project-wide issues) of the EIS. Most of these potential impacts would be similar across the Project area, including both Designated areas and non-Designated Areas. Construction Potential dust generating activities during construction have been assessed broadly as demolition, earthworks, construction (infrastructure and buildings) and dirt track-out from construction sites. Dust impacts have been considered in terms of soiling (i.e. dust deposition on land around construction sites), as well as potential impacts on human and ecological receivers. The assessment identifies several high (unmitigated) risks of potential dust impacts on non-Designated Areas:
Other construction activities and locations have been assessed as having no greater than a medium dust impact risk, and in many cases a negligible to low risk. Operation Potential air quality emissions attributed to the operation of the Project from general operation and routine maintenance work would be negligible and would be unlikely to have any adverse air quality impacts. Minor fine dust emissions are anticipated from operation of the light rail, but the impacts and risks associated with respirable crystalline silica would be very low. |
Section 11.9 of Chapter 11 (Project-wide issues) |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to air quality include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks. Medium residual risks would remain, associated with the increase in air pollution during demolition and construction and the impact of construction activities on sensitive receivers. These risks would be managed to an acceptable level through the mitigation measures described above. Operation: Implementing mitigation and management measures would reduce all operational risks to a low risk level. Risks would continue to be managed to an acceptable level through the mitigation measures described above. |
Section 4.6 of Appendix J (Environmental risk assessment) |
22.2.7 Hydrology, flooding, water quality, and groundwater
A summary of assessment outcomes for hydrology, flooding, water quality and groundwater is provided in Table 22-15.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
The Project would be located across four subcatchments that drain through Lake Burley Griffin into the Molongolo River and eventually into the Murrumbidgee River:
Each of these subcatchments extend beyond the Project area into areas of non-Designated Areas. The Mitchell Depot site drains separately via Sullivans Creek into Lake Burley Griffin. Consistent with the highly developed urban environments across central Canberra, existing water quality in each of these subcatchments is degraded and affected by common urban runoff pollutants. Existing groundwater table depth is dependent on location and hydrogeological conditions. The groundwater table level within the Project area is estimated to range between 2 m and 8 m below ground level with varying degrees of permeability and water movement through the Project area. |
Section 11.5 of Chapter 11 (Project-wide issues) Section 3 of Technical Report 4 - Hydrology, flooding and water quality |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) Section 2 of Technical Report 4 - Hydrology, flooding and water quality
|
|
Potential impacts |
Hydrology, water quality and flooding and groundwater related impacts have been assessed at a 'Project-wide' level in Chapter 11 (Project-wide issues) of the EIS. Some of these potential impacts and risks would be applicable to the Project as a whole, including components of the Project on both Designated areas and non-Designated Areas. Construction The Project area subcatchments feature discharge points with direct connections into Lake Burley Griffin and the Molonglo River. Without the implementation of mitigation measures, construction activities (such as utilities work, earthworks, construction of bridges and vegetation removal) could increase the risk of stormwater pollution within these sensitive receiving environments. Construction in flood-prone areas could also disrupt hydrological conditions, alter drainage pathways, and increase flood risks. Structures such as construction compounds, fencing, and material storage can create blockages or diversions to the existing flood flow paths and drainage infrastructure that results in changes in flow characteristics. Potential impacts include changes to flow conditions at discharge points, such as increased scour and erosion, reduced headroom in the existing stormwater drainage network, and extended waterlogging in public spaces due to increased volume of runoff. There is some potential for the Project to intercept perched groundwater during construction, particularly during larger scale excavation activities such as piling works for new bridges and at Phillip Oval Stop, or trenching for new or realigned stormwater drainage and utilities. Excavated ground may fill with rainwater or groundwater and contain high concentrations of suspended soils, hydrocarbons from plant, and other contaminants such as metals (e.g. iron, copper) and salts from groundwater. Operation The Project would result in increased impervious surfaces, leading to higher surface runoff and pollutant loads across several subcatchments. Modelling indicates a 5-6% increase in total suspended solids, nitrogen, and phosphorus for the State Circle East alignment, and 3-5% for the National Triangle-Barton alignment (for the Project as a whole). Water-sensitive urban design measures would be integrated to minimise additional pollutant discharge. Flood modelling has assessed potential impacts up to a 1% AEP (major flood event) and a climate change scenario (+20% rainfall), with generally small increases in flood depths at a few locations, typically within a few centimetres. Flood levels are not expected to increase at any properties, except for one in the Inner South precinct, which may experience a negligible increase.. In some areas, flood levels are expected to decrease due to improved drainage provided by the Project. Ongoing design refinements and updated flood assessments would help manage and minimise adverse flood risks, and help maintain Canberra's existing hydrological balance. |
Section 11.5 of Chapter 11 (Project-wide issues) Sections 4 and 5 of Technical Report 4 - Hydrology, flooding and water quality |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to hydrology, flooding, water quality, and groundwater include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a low or very low risk level. A medium residual risk would remain, associated with construction activities that may change the existing hydrological conditions drainage pathways. This risk would be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operational risks to a low or very low risk level. Flooding impacting services during operation would present a medium residual risk, however this would be managed to an acceptable level through the mitigations described above. |
Section 4.7 of Appendix J (Environmental risk assessment) |
22.2.8 Contamination, soils, and geology
A summary of assessment outcomes for contamination, soils and geology is provided in Table 22-16.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
Non-Designated Areas within the Project area is generally characterised as Williamsdale and Ginninderra Creek soil landscapes. This includes transferral (generally older and more weathered rocks that have eroded into soils and moved downslope) and alluvial (generally younger deposits of unweathered soils, formed by flowing water) soils. Most of the land has been mapped as having an extremely low to low probability of occurrence of acid sulfate soils. |
Section 11.6 of Chapter 11 (Project-wide issues) Section 4 of Technical Report 5 - Contamination |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) |
|
Potential impacts |
Construction Construction of the Project would temporarily expose the natural ground surface and subsurface through the removal of vegetation and excavation of topsoil. The temporary exposure and stockpiling of soil to water runoff and wind could increase soil erosion potential. There is the potential that exposed soils and other unconsolidated materials (such as spoil, sand, and other aggregates) could be transported from the Project area into surrounding areas and waterways via stormwater runoff. Erosion controls would be implemented and managed in accordance with relevant guidelines to manage this risk. Areas of environmental concern (AECs) have been identified and assessed for land within or in proximity to the Project disturbance footprint based on current and historical land uses, and contaminated sites registered with the ACT Environment Protection Authority. AECs on non-Designated Areas generally relate to areas of uncontrolled fill, current and former service stations, construction activities in Woden, and the Mitchell Depot site. Contaminants that may be present within these AECs include a series of anthropogenic contaminants commonly identified in urban environments such as asbestos and heavy metals. No sites with extensive, migrating or intractable contamination issues have been identified within or in proximity to the Project area. More detailed site investigations have been identified and would be carried out for areas of greater contamination risk. These investigations would be carried out to further inform Project design and construction planning, and where relevant, to development site contamination approaches (including consideration of remedial works, if required). Construction activities could potentially result in soil or surface water contamination from the following activities if unmitigated, for example from spills of oils, fuels or chemicals from plant and equipment in the Project area. Operation Operational impacts are anticipated to be restricted to those arising from accidental spills or leakage causing contamination, primarily from stabling and maintenance activities at the Mitchell Depot, or from LRVs travelling along the alignment. Unless carefully managed, the soils in these areas could become contaminated with hazardous materials (such as fuels, lubricants, and hydraulic oils) during maintenance activities. However, with the implementation of mitigation measures, the risk of contamination from operation of the Project is anticipated to be negligible. |
Section 11.6 of Chapter 11 (Project-wide issues) Section 4 of Technical Report 5 - Contamination |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to contamination, soils, and geology include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a very low risk level. A high residual risk would remain, associated with encountering an unexpected contaminated land. This risk would be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operational risks to a very low risk level. This risk would still be managed to an acceptable level through the mitigations described above. |
Section 4.8 of Appendix J (Environmental risk assessment) |
22.2.9 Socioeconomic and health
A summary of assessment outcomes for socioeconomic and health is provided in Table 22-17.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
The ACT, with its relatively young and educated population, exhibits economic strengths alongside significant challenges related to housing affordability and financial stress. The population living in closest proximity to the Project reflects a diverse community with a slightly older demographic and higher median incomes, yet also faces housing pressures and varying levels of technology access among residents. The workforce primarily comprises sectors such as public administration and safety, professional, scientific, technical services, retail trade, accommodation and food services, and health care and social assistance. Throughout the Project area are community facilities, urban parks, recreational areas, and educational institutions. |
Sections 11.7 of Chapter 11 (Project-wide issues) Sections of Technical report 6 - Socioeconomic |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) |
|
Potential impacts |
Construction Several socioeconomic impacts relating to the construction of the Project would be experienced at a broader level, by the whole corridor and regional locality. This includes a range of stakeholders from a regional spatial extent including workers, visitors to the area and commuters. Key adverse socioeconomic outcomes requiring mitigation during construction would include the following:
The socioeconomic impacts would be experienced by receivers and stakeholders across a broad area, including those on non-Designated Areas (such as residents of residential areas in these locations).Several mitigation strategies are proposed to manage these impacts to an acceptable level. Some socioeconomic benefits are also predicted during construction, such as construction workforce employment opportunities and flow-on economic effects associated with investment in construction and labour. Operation The Project would contribute to positive social impacts during operation, by providing an efficient transport option connecting people between their homes, places of work and social infrastructure. These benefits would be regional in nature, impacting stakeholders and receivers on both non-Designated Areas and designated areas. In the future, improved travel times and travel reliability relative to the surrounding road network would contribute more time to enjoy social, cultural, educational and recreational activities across the city. This in turn would support health and wellbeing outcomes for Canberra's residents and visitors. Improved amenity provided by the Project along its alignment, by reducing road vehicle noise and emissions, would also contribute to the ongoing liveability and desirability of Canberra. Potential adverse impacts may be experienced (including by stakeholders on non-Designated Areas) are particularly associated with the following:
With appropriate mitigation and management, potential adverse impacts could be limited to low to medium risk. Key socioeconomic benefits would relate to the following:
|
Sections 11.7 of Chapter 11 (Project-wide issues) Socioeconomic assessment sections in Part B (Environmental impact assessment) Sections 6.3 to 6.5 of Technical report 6 - Socioeconomic |
|
Mitigation and offsets |
Key mitigation measures to address potential socioeconomic and health impacts include the following:
Other mitigation measures in Chapter 21 (Environmental management and mitigation measures) proposed to mange amenity-related impacts (such as noise and vibration, air quality and visual impacts) would also contribute to the effective management of socioeconomic and health impacts. |
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a low or very low risk level. One medium residual risk would remain, associated with impacts to amenity during demolition and construction. This risk would be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operational risks to a very low or beneficial risk level. |
Section 4.9 of Appendix J (Environmental risk assessment) |
22.2.10 Materials, waste, and resources
A summary of assessment outcomes for materials, waste and resources is provided in Table 22-18.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
Design and construction planning for the Project has adopted and would continue to adopt the waste management hierarchy specified in the ACT Waste Management Strategy 2011-2025: avoid, reduce, reuse, recycle, recover, and then dispose (landfill). |
Section 11.12 of Chapter 11 (Project-wide issues) |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) |
|
Potential impacts |
Impacts associated with materials, waste and resources have been assessed at a 'Project-wide' level in Chapter 11 (Project-wide issues) of the EIS. The majority of these potential impacts would be applicable to the Project as a whole, including components of the Project on both Designated areas and non-Designated Areas. Construction Consistent with other similar major transport infrastructure projects, the main types of materials required to construct the Project would include concrete (such as premix concrete and precast concrete pipes and conduits), aggregates and asphalt (such as road sub-base and structural fill) and metals (such as steel rails, structural steel, steel reinforcement, over-head wiring, prefabricated steel furniture and signage). Other materials that would be required in relatively smaller quantities would include timber/ plywood, structural fill, pavement finishes, polyvinyl chloride (PVC) conditions, high density polyethylene (HDPE) materials, fuel (diesel), lubricating oils and prefabricated items such as railings, stop infrastructure, LRV components. With appropriate planning, these materials would be readily available, and the Project would be unlikely to adversely affect market availability. The need for utilities such as electricity and water supply during construction and operation would be minimised through design, with opportunities considered to improve efficiency of use. The largest and most significant waste stream likely to be generated during construction of the Project would be excess spoil. Opportunities to minimise and reuse this excess spoil would be considered further during ongoing design development. Other waste streams likely to be generated during construction would include:
Operation Resource consumption during operation would be limited to maintenance activities. This would typically involve LRV maintenance materials (cleaning chemicals, oils, lubricants, and degreasers), traction sanding devices in light trail vehicles, and asphalt and concrete for track maintenance. Refurbishment of infrastructure may also be required from time to time. Suppliers with sufficient capacity to respond to the Project's needs currently exist, and with careful planning would be able to satisfy Project demands without adversely affecting market supply. It is anticipated that a relatively small quantity of waste would be generated by the Project once it is operational. Key waste streams during operation would include maintenance and repair wastes; waste generated by staff and passengers; and green waste from vegetation and green track maintenance. |
Section 11.12 of Chapter 11 (Project-wide issues) |
|
Mitigation and offsets |
Mitigation approach Key mitigation measures to address potential impacts to associated with materials, waste and resource use include the following:
|
Chapter 21 (Environmental management and mitigation measures) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a low or very low risk level. Operation: Implementing mitigation and management measures would reduce most operational risks to a low or very low risk level. |
Section 4.10 of Appendix J (Environmental risk assessment) |
22.2.11 Planning and land status
A summary of assessment outcomes for planning and land status is provided in Table 22-19.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
The Project would be located within an urbanised environment, generally within existing road corridors surrounded by a range of commercial, civic, and residential land uses. Those parts of the Project generally from Carruthers Street, Curtin south to Woden, and works at the Mitchell Depot would be subject to the Territory Plan 2023 under the Planning Act 2023 (ACT) (Planning Act). |
Section 11.8 of Chapter 11 (Project-wide issues) |
|
Investigation |
The methodology for the assessment was to:
|
Chapter 10 (Assessment methodologies) Appendix K (Property and land use planning) |
|
Potential impacts |
Construction The majority of the Project would be carried out within existing road reserves. While there would be minor encroachments into some privately-leased properties, the Project would not involve residential or private property acquisition that would physically displace individuals or communities. Construction compounds would also be established within the Project area for the duration of construction. During construction, land uses within the Project area would temporarily change from their existing land use to construction works areas or compounds. Public access to this land (where it is currently available) would be restricted for the duration of its use as a construction work area or compound. Temporary work areas and compounds would be restored and returned to public use (where it is presently available) as far as practicable when works are complete. Demolition and construction activities for the Project may adversely affect the amenity of some adjoining land uses due to impacts such as noise, vibration and dust generated by construction activities; traffic disruption associated with construction traffic and potential temporary road closures; and visual impacts associated with tree removal, stockpiles, and construction vehicles/equipment. Amenity-related impacts on adjacent properties would be most noticeable in areas where residential properties or other sensitive land uses (such as educational receivers) are either located directly adjacent to construction activities (predominantly within the vicinity of the light rail stops) or where receivers have an unscreened view of the construction areas. Operation As noted above, the majority of the Project area and operational infrastructure would be located on land owned and managed by the ACT and Australian Government. Permanent impacts would occur to a limited number of privately leased blocks. Privately leased blocks within the Project area on non-Designated Areas include:
Properties close to the light rail alignment and associated infrastructure may experience changes in amenity as a result of the Project. This could include minor increases in noise levels as a result of the operation of LRVs; increased commuter traffic (primarily pedestrian) within the local area; and visual impacts where properties have direct views to operational infrastructure. These amenity impacts would be managed in accordance with mitigation measures for the Project that have been identified to respond to the specific impacts listed above (refer to Chapter 21 (Environmental management and mitigation measures)). The operation of the Project is also anticipated to result in positive amenity impacts for some adjoining land uses through the encouragement of a shift away from private vehicle to public and active transport options (light rail, walking, cycling etc.) thereby reducing traffic impacts on the existing local and arterial network. In the long term, the implementation of the Project is likely to increase the desirability of land and development, particularly around stop locations. This in turn may contribute to a shift over time in the mix development types delivered around stop location and surrounding land use catchments. The Project has been assessed as generally consistent with the aims, objectives, strategic land use planning direction and relevant development controls in the Territory Plan. This is underpinned by the fact that the Project would be mainly located within existing transport corridors rather than alignment elsewhere with direct impacts on non-transport zoned land. Where the Project would encroach into adjacent non-transport zoned land, these land areas would be small and would not fundamentally undermine the potential use of the affected land for permissible uses. |
Section 11.8 of Chapter 11 (Project-wide issues) Appendix K (Property and land use planning) |
|
Mitigation and offsets |
Key mitigation measures to land use and property impacts include the following:
|
Chapter 21 (Environmental management and mitigation measures) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a low risk level. High residual risks would remain, associated with Impacts on public property during demolition and construction and the potential for delays in the completion of the project. These risks would be managed as far as practicable through the mitigations described above and construction planning. Operation: Implementing mitigation and management measures would reduce most adverse operational risks to a low to negligible risk level. Identified benefits include a potential for increase in property amenity and value. |
Section 4.11 of Appendix J (Environmental risk assessment) |
22.2.12 Climate change and greenhouse gas
A summary of assessment outcomes for climate change and greenhouse gas is provided in Table 22-20.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
Australia is already experiencing impacts from climate change. This includes a greater frequency and severity of extreme weather events, an increase in the number of extreme heat days, a decrease in the number of extreme cold days, and increases in global greenhouse gas concentrations. The Project would be increasingly exposed to numerous climate hazards as a result of climate change. The key climate hazards that are identified in Canberra, which have the potential to impact the Project are:
|
Section 11.10 of Chapter 11 (Project-wide issues) Section 3 and Section 4 of Technical Report 7 - Climate change risk |
|
Investigation |
Impacts and risks associated with climate change and greenhouse gas have been assessed at a 'Project-wide' level in Chapter 11 (Project-wide issues) of the EIS. These potential impacts and risks would be applicable to the Project as a whole, including components of the Project on both Designated areas and non-Designated Areas. Climate change risk The methodology for the climate change risk assessment was to:
Greenhouse gas The methodology for the greenhouse gas assessment was to:
|
Chapter 10 (Assessment methodologies) Section 2 of Technical Report 7 - Climate change risk Section 3 of Technical Report 8 - Greenhouse gas |
|
Potential impacts |
Climate change risk (construction and operation) The Project has been designed to be resilient in response to anticipated changes in climate, including increased rainfall, more severe storms, increased ambient temperatures and high rates of environmental hazards, such as bushfires. The Project design has been informed by a formal risk assessment for climate change factors, which has identified key climate change risks including: During construction:
During operation:
A total of 39 risk statements have been assessed for the future (year 2045) and longer term (year 2090). Without the application of adaptation measures, 12 high risk climate change outcomes have been identified in 2045, increasing to 18 high and two very high outcomes in 2090. Though a focused development of design- and management-related adaptation measures, these outcomes are anticipated to reduce to no high or very high risk outcomes in 2045, and 11 high risk outcomes in 2090. Ongoing design development would continue to focus on opportunities to minimise climate change risks to the Project, and to build on the series of adaptation measures already identified for the Project. Greenhouse gas (construction and operation) Construction would generate greenhouse gas emissions, mainly resulting from fuel consumption, vegetation clearing, and the embodied energy of construction materials (Scope 1 and Scope 3). Greenhouse gas emissions are estimated to be 102,900 tonnes CO₂-equivalent for the State Circle East alignment and 98,700 tonnes for the National Triangle-Barton alignment. Efforts to reduce emissions would focus on minimising fuel use and selecting sustainable materials. The operational phase of the Project, compared with the construction phase, would generate low levels of greenhouse gas emissions, primarily from fuel use for maintenance and transport (Scope 1) and embodied energy in replacement materials (Scope 3). As the Project will use 100% renewable electricity from the ACT grid, it would not produce Scope 2 emissions. |
Section 11.10 and Section 11.11 of Chapter 11 (Project-wide issues) Section 5 of Technical Report 7 - Climate change risk Section 4 and Section 5 of Technical Report 8 - Greenhouse gas |
|
Mitigation and offsets |
Key mitigation measures to address climate change risk include the following:
Key mitigation measures to address greenhouse gas include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) Section 6.1 of Technical Report 7 - Climate change risk |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce climate change impacts on construction to a low risk level. High residual risks would remain, associated with the contribution of the Project to climate change during demolition and construction through emissions from vehicles, plant and equipment. This risk would be minimised as far as practicable and would be managed to an acceptable level through the mitigations described above. Operation: With mitigation and adaptation measures, Project infrastructure would have a very high residual risk of being affected by climate change hazards, albeit a reduced risk compared to an unmitigated scenario. |
Section 4.12 of Appendix J (Environmental risk assessment) |
22.2.13 Hazards and risk (including utilities and services, and bushfire)
A summary of assessment outcomes for hazards and risk is provided in Table 22-21.
| Item | Summary | Further detail |
|---|---|---|
|
Environmental condition and values |
The existing environment of the Project encompasses roads, urban areas and recreational areas. There are inherent risks in the existing environment including:
|
Section 11.13 of Chapter 11 (Project-wide issues) |
|
Investigation |
The assessment methodology was to:
|
Chapter 10 (Assessment methodologies) |
|
Potential impacts |
Hazards and risks have been assessed at a 'Project-wide' level in Chapter 11 (Project-wide issues) of the EIS. The majority of risks and potential impacts would be similar across the Project area, including both Designated areas and non-Designated Areas. Construction Key potential risks and hazards during construction of the Project would be associated with worker health and safety, public safety and security, risks to utilities, and bushfire risks. These hazards and risks are typical of a major infrastructure project within an urban environment and would not affect the suitability of the Project area for construction of the Project. The identified hazards and risks would be readily managed through the implementation of the mitigation measures outlined in Chapter 21 (Environmental management and mitigation measures). Operation Key hazards during operation would include collisions with pedestrians, cyclists, and vehicles. This risk would be minimised through physical separation of tracks, signage, lighting, and public education programs. The Project would incorporate comprehensive safety and risk management measures to ensure public and environmental safety during operation. |
Section 11.13 of Chapter 11 (Project-wide issues) |
|
Mitigation and offsets |
Key mitigation measures to address potential impacts to hazards and risk include the following:
|
Chapter 21 (Environmental management and mitigation measures) Appendix L (Environmental Management Plan outline) |
|
Residual risks |
Construction: Implementing mitigation and management measures would reduce most construction-phase risks to a low or very low risk level. Medium residual risks would remain, associated with construction safety such as injury or fatality due to collisions with pedestrians or vehicles during demolition and construction. This risk would be managed to an acceptable level through the mitigations described above. Operation: Implementing mitigation and management measures would reduce most operational risks to a low or very low risk level. Injury or fatality due to collisions with vehicles during operation would present a medium residual risk, however this would be managed to an acceptable level through the mitigations described above. |
Section 4.13 of Appendix J (Environmental risk assessment) |