Map - interactive portal | Transport for NSW

Map comment

Please use the interactive map to have your say on the proposed Muswellbrook bypass.

Click anywhere inside the project area on the map to leave your comment.

Your feedback will continue to shape our proposals before they are developed further.

Alternatively you can communicate with our team to Make a submission and subscribe to updates on the project.

Your comment will be reviewed by Transport for New South Wales before appearing on the map.

Add your comment

Introduction

Need for the Proposal

The New England Highway is a major freight and commuter route forming part of the Sydney to Brisbane corridor of the National Land Transport Network and the primary route connecting the Upper Hunter with Newcastle. The route allows for the transport of goods to domestic and international markets via Newcastle and Sydney. The Hunter is Australia’s fifth largest economic region.

The New England Highway currently passes through Muswellbrook which causes a restriction to the efficiency of freight/heavy vehicle movements. Within the town centre, there are conflicting demands on the New England Highway (Bridge Street), between light vehicles undertaking local trips (shopping, employment and school), and heavy vehicles, particularly longer articulated vehicles which predominantly undertake long haul freight trips.

The proposal would enable road users to continue their journey on a bypass which would reduce the volume of heavy freight vehicles and road users travelling through Muswellbrook. A bypass of the town centre would remove conflicts between local and through vehicles, significantly improving the efficiency of through heavy vehicle movements along the New England Highway, while also improving local amenity.

The proposal is expected to improve traffic flow, travel times and safety through Muswellbrook.

Proposal Objectives

Objectives of the proposal include:

Improve network efficiency on the New England Highway, particularly travel times for long haul freight movements
Improve safety for all road users in the town centre, particularly relating to heavy and light vehicle interactions
Improve amenity of Muswellbrook township by removing freight traffic

Alternatives and Options considered

Transport has carried out multiple investigations to identify a preferred route for a New England Highway bypass of Muswellbrook. In 2005, the Australian Government announced a preferred option for a bypass of Muswellbrook which was subsequently included in the Muswellbrook Local Environment Plan 2009. In 2018, multiple corridors were investigated, with a refined version of the 2005 preferred option recommended as the preferred route corridor.

In 2020 Transport completed a detailed review and refinement of the 2018 preferred route corridor to select a preferred bypass option. Selection of the preferred option considered technical, social, environmental and economic factors.

The preferred option was displayed for community comment from 23 November to 18 December 2020. Feedback received on the preferred option (refer to Chapter 5) was considered to further refine and prepare the concept design and environmental assessment for the bypass.

Download Project REF Contact us

Next – Project description

Back to categories

Project Description

Transport proposes to build a New England Highway bypass of Muswellbrook (the proposal). The proposal is located to the east of Muswellbrook and connects the New England Highway to the north and south of Muswellbrook. The proposal has been developed to concept design level and would be further refined subject to detailed design development and innovation.

The proposal would include:

About nine kilometres of new highway (the bypass) with a single lane in each direction and a wide centreline treatment
Connection with the New England Highway at the southern end of the proposal, which provides all traffic movements (southern connection)
A 38 metre bridge over the bypass at the southern connection
A 76 metre long bridge over Muscle Creek Road and Main North railway line
A 114 metre long bridge over Muscle Creek
Connection with Coal Road, which provides all traffic movements (Coal Road connection)
A 43 metre long bridge over Coal Road
A 367 metre long bridge over Sandy Creek Road, Sandy Creek, Main North railway line and southbound exit ramp
Connection with the New England Highway at the northern end of the proposal, which provides all traffic movements (northern connection).

Design

Northern connection

The northern connection located north of Sandy Creek Road would comprise a full connection providing for all traffic movements.

A northbound exit ramp and entry ramp would be provided on the western side of the bypass and a southbound exit and entry ramp on the eastern side. A roundabout would connect the existing New England Highway at the Sandy Creek bridge to the connection ramps.

The northbound exit ramp on the western side of the bypass would provide access to the proposed roundabout. From here, traffic can continue southbound along the New England Highway to Muswellbrook.

The northbound entry ramp, also on the western side of the bypass, would be accessed from the existing New England Highway via the proposed roundabout. Traffic would merge with vehicles travelling northbound on the bypass until the tie-in with the existing New England Highway near Koolbury Flats Row.

Traffic from Muswellbrook travelling south on the bypass would access an at-grade left turn from the New England Highway via the proposed roundabout.

The southbound exit ramp would diverge from the highway near Koolbury Flats Row and continue under the bypass, which would be on a bridge at this location, to the roundabout for access to Muswellbrook.

A new relocated Koolbury Flats Row intersection with the New England Highway would also be provided about 260 metres north of the existing intersection and would enable all traffic movements. There would be a dedicated right turn lane into Koolbury Flats Row. The existing intersection providing access to Koolbury Flats Row would be closed.

The Burtons Lane intersection with the New England Highway would be reconfigured to connect into the western side of the proposed roundabout. From here, traffic can continue south along the existing New England Highway into Muswellbrook, or north or south along the bypass.

Southern connection

The bypass would depart the existing New England Highway at the southern connection in an easterly direction. The southern connection would be a full connection providing for all traffic movements.

An exit ramp would be provided for vehicles travelling northbound into Muswellbrook. Vehicles would then travel along the existing New England Highway to Muswellbrook.

Vehicles travelling southbound from Muswellbrook would use the southbound entry ramp to continue along the New England Highway towards Singleton and would merge with vehicles travelling southbound on the bypass. The southbound entry ramp passes over the bypass via a bridge structure. The bridge would be a single span, industry standard super-T girder bridge and would be about 38 metres long and 6.7 metres above the bypass. The bridge abutments would be located behind reinforced soil walls.

An at-grade intersection featuring a channelised right turn would enable southbound bypass traffic to access Muswellbrook. A left turn would allow traffic travelling southbound from Muswellbrook to turn northbound onto the bypass.

Muscle Creek Road intersection would be reconfigured to accommodate the connection to the bypass.

A new, relocated Milpera Drive intersection with the New England Highway would also be provided around 190 metres south of the existing intersection and would enable all traffic movements. The intersection would include a channelised right-turn for southbound traffic into Milpera Drive and a dedicated northbound left turn deceleration lane into Milpera Drive. The existing intersection providing access to Milpera Drive would be closed.

Bridge over Muscle Creek Road and Main North railway line

North of the southern connection, the bypass would rise up on an embankment to provide for a bridge across both Muscle Creek Road and the Main North railway line. The southern abutment of the bridge would be located to the south of Muscle Creek Road behind a reinforced soil wall and the northern abutment located to the north of the Main North railway line behind a reinforced concrete protection wall. The central pier would lie between the railway line and Muscle Creek Road and is protected by deflection walls either side of the pier.

The bridge would be a two span, industry standard super-T girder bridge and would be about 76 metres long, eight metres above Muscle Creek Road and 5.6 metres above the Main North railway line.

Bridge over Muscle Creek

The embankment on the northern side of the bridge over Muscle Creek Road would continue and provide for a bridge across Muscle Creek.

The bridge would be a four span, industry standard super-T girder bridge and would be about 114 metres long and up to about 14 metres above creek level with spill through abutments.

Coal Road connection

The Coal Road connection would comprise a full connection providing for all traffic movements.

A northbound exit ramp and entry ramp would be provided on the western side of the bypass and a southbound exit and entry ramp on the eastern side. Two roundabouts, to the east and west of the bypass, would connect the existing Coal Road to the connection ramps.

The northbound exit ramp on the western side of the bypass would provide access to the proposed roundabout. From here, traffic can continue westbound along Coal Road to Muswellbrook.

The northbound entry ramp, also on the western side of the bypass, would be accessed from the existing Coal Road via the proposed roundabout. Traffic would merge with vehicles travelling northbound on the bypass.

Traffic from Muswellbrook travelling south on the bypass would access a southbound entry ramp from Coal Road via the proposed roundabout.

The southbound exit ramp would diverge from the bypass to the roundabout for access to Muswellbrook.

The existing Coal Road, between the proposed roundabouts, would be widened to accommodate more traffic. The proposal does not include further upgrades to Coal Road, as Coal Road is under the care, control and management of Muswellbrook Shire Council.

Bridge over Coal Road

A bridge over Coal Road would be constructed east of the Muswellbrook Waste Management Facility.

The bridge would be a single span bulb-T girder bridge and would be about 43 metres long and 5.6 metres above Coal Road. The bridge abutments would be located behind reinforced soil walls.

Bridge over Sandy Creek

A bridge over Sandy Creek Road, Sandy Creek and the Main North railway line would be constructed at the northern end of the bypass. The bridge would also cross the southbound entry / exit ramp at the northern connection.

The bridge would be a 12 span girder bridge, consisting of nine spans with industry standard super-T girders and three spans with bulb-T girders. The bridge would be about 376 metres long and measuring 5.9 metres above Sandy Creek Road, 7.4 metres above the Main North railway line, 7.1 metres above the southbound entry / exit ramp and about 20 metres over Sandy Creek with spill through abutments. The piers on both sides of the Main North railway line would include deflection walls.

Download Chapter 1 Contact us

Next – Project Construction

Back to categories

Project description

Transport for NSW proposes to build a New England Highway bypass of Singleton (the proposal). The proposal is located to the west of Singleton and connects the New England Highway to the north and south of Singleton. Key features of the proposal include:

About eight kilometres of new highway (the bypass) with a single lane in each direction
Connection with the New England Highway at the southern end of the bypass (the southern connection) including a southbound entry ramp and northbound exit ramp
A 55 metre long bridge over the bypass at the southern connection
A 1.7 kilometre long bridge over the Main North railway line, the Doughboy Hollow and Hunter River floodplain, Army Camp Road and Putty Road (bridge over the floodplain)
Connection to Putty Road including a northbound entry ramp and southbound exit ramp (the Putty Road connection)
A 40 metre long bridge over the entry ramp at the Putty Road connection
A 100 metre long bridge over Rose Point floodway
A 205 metre long bridge over the Hunter River
A 40 metre long bridge over the New England Highway west of the existing Main North railway line overbridge (known as Gowrie Gates)
Connection with the New England Highway at Gowrie Gates consisting of a southbound entry ramp and northbound exit ramp. The northbound exit ramp would connect to the New England Highway via a new roundabout intersection at Maison Dieu Road
A 1.7 kilometre northbound climbing lane between Gowrie Gates and the northern connection
Connection at Magpie Street including providing access to the nearby industrial area (the northern connection), consisting of a southbound entry ramp, southbound exit ramp and northbound entry ramp
A 60 metre long bridge over the bypass at the northern connection.

Timing for construction of the proposal has not been confirmed and is subject to approval and funding availability. Construction would take around three years to complete.

Download Chapter 3 Contact us

Next – Construction

Back to categories

Construction

Map layers

Construction footprint

Ancillary facilities

Project overview

The proposal is anticipated to involve the following general work methodologies and sequencing:

Site establishment work including set up of ancillary facilities and compound areas
Utility adjustments
Building demolition
Vegetation clearing
Earthworks and drainage
Bridge construction including approaches
Pavement construction including local roads
Landscaping and finishing work
Removal of ancillary facilities and site rehabilitation

Construction would largely be carried out during standard construction working hours in accordance with the Interim Construction Noise Guideline (DECC, 2009):

Monday to Friday	7am to 6pm
Saturday	8am to 1pm
Sundays and public holidays	No work

To minimise disruption to daily traffic and disturbance to surrounding landowners and businesses, it would be necessary to carry out some work outside of these hours.

Construction of the proposal would generate a peak of up to 220 light and 300 heavy vehicle movements per day. These construction vehicle movements would mainly be associated with:

Movement of construction workers
Delivery of construction materials
Spoil and waste removal
Delivery and removal of construction equipment and machinery.

Enabling work is expected to start in late 2022 with full construction expected to start in 2023. Construction would take about three and a half years to complete and may be staged.

Download Chapter 3 Contact us

Next – Biodiversity

Back to categories

Biodiversity

The proposal is not likely to significantly impact threatened species or ecological communities or their habitats, within the meaning of the BC Act or FM Act. The proposal is not likely to significantly impact threatened species, ecological communities or migratory species, within the meaning of the EPBC Act.

Existing Environment

The construction footprint contains habitat features largely dominated by open forest/woodland, riparian woodland, native grasslands and cleared land with scattered trees and/or native plantings with a total of 42 hollow-bearing trees recorded. Some of the terrestrial fauna habitat is highly disturbed and modified. The following four Biodiversity Conservation Act (BC Act) listed threatened ecological communities (TECs) were identified within the study area:

Central Hunter Grey Box - Ironbark Woodland in the NSW North Coast and Sydney Basin Bioregions (Endangered)
Central Hunter Ironbark - Spotted Gum - Grey Box Forest in the New South Wales North Coast and Sydney Basin Bioregions (Endangered)
White Box - Yellow Box - Blakely’s Red Gum Grassy Woodland and Derived Native Grasslands (Critically Endangered)
Hunter Floodplain Red Gum Woodland in the NSW North Coast and Sydney Basin Bioregions (Endangered).

Two Environment Protection and Biodiversity Conservation Act (EPBC Act) listed TECs were also identified, including:

Central Hunter Valley eucalypt forest and woodland (Critically Endangered under EPBC Act)
White Box - Yellow Box - Blakely’s Red Gum Grassy Woodland and Derived Native Grasslands (Critically Endangered under EPBC Act).

One Endangered Population was recorded, River Red Gum (Eucalyptus camaldulensis) which is listed as an Endangered Population in the Hunter catchment under the BC Act.

Wildlife corridors within the study area are subject to fragmentation due to the existing road and rail infrastructure. Most native vegetation in the locality has been historically cleared or thinned fragmenting local wildlife connectivity.

Four EPBC Act listed threatened fauna species were recorded within the study area during targeted surveys, including:

Striped Legless Lizard (Delma impar)
White-throated Needletail (Hirundapus caudacutus)
Koala (Phascolarctos cinereus)
Grey-headed Flying-fox (Pteropus poliocephalus)

The White-throated Needletail is also listed under the EPBC Act as a migratory species.

Most waterways are typical of a highly modified agricultural landscape and are largely ephemeral. Both Muscle Creek and Sandy Creek are considered key fish habitat however no threatened species listed under the Fisheries Management Act (FM Act) are considered likely to occur.

Potential Impacts

Within the construction footprint 97.92 hectares of native vegetation occurs. Of this, 75.66 hectares is comprised of low condition derived native grasslands and 22.26 hectares consists of remnant vegetation. There is a further 90.17 hectares of non-native miscellaneous ecosystems occurring within the footprint.

There would be no direct impacts on threatened flora species listed under the BC Act or the EPBC Act. All direct impacts to the River Red Gum (Eucalyptus camaldulensis) Endangered Population have also been avoided through design. Impacts to Striped Legless Lizard habitat has also been avoided through design.

The spread of weed and pest species is likely to occur during construction as an indirect impact of the proposal. Impacts would be greatest during vegetation clearing. Managing the spread of weed species is particularly important in areas immediately adjacent to Striped Legless Lizard habitat towards the north of the construction footprint, the results of the field investigations identified that the species did not occur in nearby areas dominated by exotic grasses.

Biodiversity Offsets

A Biodiversity Offset Strategy would be prepared to identify biodiversity credits and/or supplementary measures for those entities impacted.

Download Chapter 6.1 Contact us

Next – Surface water, hydrology and flooding

Back to categories

Surface water, hydrology and flooding

The Hunter River is located to the west of Muswellbrook and flows in a southerly/south westerly direction. The western bank of the Hunter River is predominantly agricultural land use. The proposed road corridor traverses a number of watercourses associated with Sandy Creek and Muscle Creek which join the Hunter River. The proposal is located about 650 metres to the east of the Hunter River.

Map layers

5% AEP existing flood levels

5% AEP impact of design

2% AEP existing flood levels

2% AEP impact of design

1% AEP existing flood levels

1% AEP impact of design

Project overview

The Sandy Creek catchment drains an area of about 162 square kilometres while the Muscle Creek catchment drains an area of about 93 square kilometres. Land use within both the Sandy Creek and Muscle Creek catchments is typically grazing or farmland, with a small portion of urbanised land in the lower reaches associated with the town of Muswellbrook.

Sandy Creek passes below the Main North railway line and New England Highway bridges before entering the Hunter River to the southwest. During flood events up to the five per cent average exceedance probability (AEP), the local roads, highway and railway at the northern connection are not impacted by flood waters, apart from Burtons Lane. Properties in the Sandy Creek and Hunter River floodplains are impacted largely due to Hunter River backwater effects.

At Muscle Creek, near the southern connection, flood waters are largely contained within the existing channel up to a 0.5 per cent AEP event. During this event, the local roads, highway and railway are not impacted.

Construction activities represent a risk to surface water quality within the Hunter River, Sandy Creek and Muscle Creek. During runoff events or flood conditions, sediment laden waters, chemicals stored on site, and construction waste have the potential to mobilise and enter waterways. Sediment laden waters pose a potential risk to downstream surface water quality. Water quality impacts include (but are not limited to) increased turbidity and elevated concentrations of nutrients and other pollutants, such as heavy metals and organic chemicals.

Once operational, the proposal would have the potential to impact flood levels where it crosses the Sandy Creek and Hunter River floodplains at the northern connection. Due to the height of the proposed road embankment, flood backwater which would normally overtop the Main North railway line and New England Highway would be blocked, resulting in minor localised impacts upstream of the Sandy Creek rail bridge. Similarly, the Hunter River floodplain flow path would be restricted by the proposed embankment, causing minor localised impacts adjacent to the embankment. Refer to the Flood Risk Assessment (BMT 2021) for more information regarding potential flood impacts at the northern connection during operation of the bypass.

The proposal would have the potential to impact a tributary of Muscle Creek near the southern connection where natural flows are restricted by the bypass embankment. A large box culvert structure would be provided at this location to minimise impacts upstream. The design of the bypass would aim to minimise impacts to Muscle Creek by providing a bridge structure over the main flow path.

For Muscle Creek, the potential flood impacts resulting from the proposal would be minimal as the flow in the main creek would remain largely ‘in bank’ for events up to and including the 0.05 per cent AEP. Given the extreme nature of a PMF event, the majority of properties lying within this flood extent would already be inundated.

Download Chapter 6.2 Contact us

Next – Groundwater

Back to categories

Soils and Mine Workings

With the implementation of erosion and sedimentation control potential construction related erosion and sedimentation impacts would be appropriately managed and would be minor.

A Contaminated Soils Phase 1 Assessment was carried out for the proposal and found there is a moderate risk of contamination within and near to the proposed road corridor.

The proposal passes over former Muswellbrook Colliery Open Cut No 1 and the former underground mine workings of the Lewis Seam. The former underground workings in the Lewis Seam are around 70 metres below existing ground level and are considered to have a low risk of pillar collapse and a low risk of caving failure reaching the surface. The former Open Cut No 1 has been backfilled with various types of uncompacted mine waste fill from former open cut operations up to a depth of 70 metres. The impact of the former open cut mine will be managed through geotechnical treatments included in the concept design.

Potential construction related erosion and sedimentation impacts would be appropriately managed. Acid sulphate soils are unlikely to be encountered during construction. The construction of the proposal has the potential to exacerbate dryland salinity in the proposed road corridor where the groundwater table is impacted by construction work. However, given that impacts to the groundwater table are anticipated to be minor, the proposal is unlikely to contribute to dryland salinity.

Soil contamination could occur as a result of any accidental spills or leaks of fuels, oils and other chemicals from equipment and vehicles during construction. To avoid this potential impact, fuels and chemicals would be managed in accordance with the environmental safeguards.

Download Chapter 6.4 Contact us

Next – Groundwater

Back to categories

Groundwater

Under normal operating conditions, the proposal is not expected to result in changes to the quality of groundwater. Similarly, impacts to groundwater availability would be minimal as the proposal does not require substantial groundwater extraction or inhibit recharge. Operation of the proposal would not impact groundwater dependant ecosystems.

Existing Environment

Groundwater users within the study area use the unconfined superficial aquifer for agricultural, stock and domestic purposes. Groundwater water quality in the aquifer is generally fresh to brackish, making it potable or suitable for stock watering purposes.

Two groundwater dependant ecosystems are highly likely to be reliant on surface expressions of groundwater or on subsurface groundwater.

Potential Impacts

There is a low potential for interaction with groundwater during construction, as groundwater has generally been reported to be at four metres below ground surface. There may be some interaction with groundwater during construction in areas of perched (seasonal) groundwater or close to the surface water – groundwater interaction zone(s).

The impact of groundwater removal due to construction of piles in the proposal would be temporary and not have a marked impact on groundwater levels. Piling activities required for the five bridges have the potential to impact on groundwater flow patterns, where shallow groundwater can mound on the upgradient side of the piles and drawdown on the downgradient side. Cast-in-place piling results in the removal of groundwater with sediment intersected in the pile location. The removal of groundwater associated with a typical 20 metre to 25 metre deep pile is only around 10 litres.

Download Chapter 6.3 Contact us

Next – Traffic and Transport

Back to categories

Traffic and transport

The bypass would fundamentally change the traffic conditions on the existing New England Highway through Muswellbrook. It would reduce traffic and noise, and traffic-related mental and physical health impacts for both motorists and residents living near major arterial surface roads in the area, such as Maitland Road and Bridge Street. It would also enable urban revitalisation, in line with council’s Muswellbrook Town Centre Strategy (2017).

Existing Environment

The New England Highway is a key strategic road forming part of the Sydney to Brisbane corridor of the National Land Transport Network. It is a major freight and commuter route between Newcastle and the Upper Hunter with about 14 per cent of traffic movements being heavy vehicles. The route of the New England Highway through Muswellbrook causes safety and local amenity concerns, does not cater well for the movement of over-dimension loads, and reduces heavy vehicle efficiency.

Traffic on New England Highway (Bridge Street) increases from about 18,900 to 19,500 vehicles per day through the Muswellbrook town centre. The higher traffic volumes on this section of New England Highway, compared to those to the north and south, demonstrate the high contribution made by local trips within the study area, particularly from Muswellbrook South via Denman Road and Sydney Street.

Potential Impacts

Construction vehicles would access the site via arterial roads wherever possible. Indicative construction traffic access points would generally be via the New England Highway and Denman Road, with use of Sandy Creek Road and Muscle Creek Road to access the construction footprint. Haulage routes have been designed to avoid use of local roads, where possible.

Most construction work would be carried out separate to the existing road network, during standard working hours and would be unlikely to impact traffic operations. It is expected that some work, including tie-in work would be undertaken outside of standard working hours under a Road Occupancy Licence (ROL) to avoid impacts during peak traffic periods. Where practical, heavy vehicle movements would be outside the traffic peak hours to minimise impacts on the existing road network operation during construction. Impacts to traffic on the New England Highway during construction would be temporary in nature.

On the existing New England Highway (base case), motorists travel 10.7 kilometres between 1.3 kilometres south of Muscle Creek Road and 1.1 kilometres north of Sandy Creek Road, and pass multiple sets of traffic signals with speed limits between 50 kilometres per hour and 70 kilometres per hour (including a temporary 40 kilometres per hour school zone). On the bypass, motorists would travel 9.5 kilometres at a posted speed limit of 100 kilometres per hour.

Download Chapter 6.5 Contact us

Next – Noise and vibration

Back to categories

Noise and vibration

An assessment was carried out of the current state and potential noise and vibration impacts for the proposal. One of the main goals of this proposal is to reduce heavy vehicle traffic through Muswellbrook town centre. It is expected that the maximum noise events would decrease in both number and duration with the proposal due to reduced congestion, better alignments and gradients. It is also expected that the maximum noise events would decrease overall in both number and duration with the proposal due to reduced traffic volumes, particularly heavy vehicles, on the existing route and reduced congestion for receivers within Muswellbrook.

Map layers - Operational noise (on opening)

Without project day

Without project night

With project day

With project night

Existing Environment

At either end of the construction footprint, the noise environment is dominated by traffic noise on the New England Highway. Mining activities also contribute to the noise environment towards the northern section. Rail movements on the Main North railway line contribute to the noise environment throughout the noise study area.

The noise environment in the mid-northern section of the construction footprint is rural/suburban. Noise sources include local traffic within Muswellbrook, rail movements on the Main North railway line and mining activities to the north-east.

Ambient noise monitoring was carried out at six locations between 30 July and 26 August 2020. Concurrent traffic counts were carried out during the monitoring period. Both attended and unattended measurements were taken. These data have been used to validate the operational road traffic noise model which shows the predicted noise levels if the bypass was built. Results from the monitoring period have also been used to establish construction noise management levels.

A noise logger measures the noise level over a 15 minute sample period and then determines LA1, LA10, LA90, LAmax and LAeq levels of the noise environment. The LA1, LA10 and LA90 levels are the levels exceeded for one per cent, 10 per cent and 90 per cent of the sample period respectively. The LAmax level is the maximum noise level due to individual noise events. The LA90 level is taken as the background noise level. The LAeq level is the energy averaged noise level over the 15 minute period. The assessment background levels (ABL) were established by determining the lowest tenth-percentile level of the LA90 noise data acquired over each assessment period of interest. The background noise level or rating background levels (RBL) representing the day, evening and night-time assessment periods were based on the median of individual ABLs determined over the entire monitoring duration.

Construction noise management levels have been developed for standard construction hours (day) and outside of standard construction hours (evening and night) based on the background noise levels. The noise management level represents the point above which there may be some community reaction to noise. A receiver is considered to be highly noise affected where predicted noise levels exceed 75 dB(A).

Potential Impacts

Potential exceedances of noise management levels at residential receivers would occur in all noise catchment areas (NCAs) during construction. Work activities along the proposal alignment area and activities at the Northern Connection Ancillary Facility are likely to affect the greatest number of residential receivers. Receivers closest to the proposal have the highest potential for impact.

During construction, the earthworks and pavement work are likely to cause the largest number of exceedances of the noise management levels. Most exceedances would be less than 10 dB(A). However, a number of exceedances of greater than 20 dB(A) are predicted. Residential receivers in NCA3 have the greatest potential for impact. Some receivers in NCA1 and NCA3 are predicted to be highly noise affected during earthworks and pavement works along the alignment area.

Exceedances of the sleep disturbance and awakening reaction criteria are predicted at a number of properties in each NCA. The largest numbers of these exceedances are associated with bridge and finishing work along the proposal alignment.

It is considered unlikely that vibration intensive plant (machinery like rollers) would be operated within the minimum safe working distances for heritage and other structures.

An assessment of maximum noise level events was completed for the proposal during operation. The assessment shows the area is already exposed to maximum noise level events that have the potential for awakening reactions. One of the main goals of this proposal is to reduce heavy vehicle traffic through Muswellbrook town centre. It is expected that the maximum noise events would decrease in both number and duration with the proposal due to reduced congestion, better alignments and gradients. It is also expected that the maximum noise events would decrease overall in both number and duration with the proposal due to reduced traffic volumes, particularly heavy vehicles, on the existing route and reduced congestion for receivers within Muswellbrook.

Download Chapter 6.6 Contact us

Next – Aboriginal Cultural Heritage

Back to categories

Non-Aboriginal heritage

The proposal is not expected to impact on any items of non-Aboriginal heritage. There were no items of non-Aboriginal heritage significance within the construction footprint.

Map layers

St.Heliers and St. Heliers Correctional Facility

Muswellbrook brickworks

Disused coal rail spur bridge, embankment and culverts

Existing Environment

The only site within or immediately adjacent the proposal area is the disused coal rail spur bridge, embankments and culverts. The former Coal Rail Spur Bridge over Muscle Creek has been assessed as having local significance due to its historic link to industrial coal mining activities in the area as well as rail developments around the Muswellbrook region. The bridge is considered to be a rare surviving example of a standard design timber trestle rail bridge in the local area of Muswellbrook.

Potential Impacts

The proposal is not expected to have any direct impact on the old coal rail spur bridge over Muscle Creek. The bypass would be located greater than 50 metres to the west of the bridge’s location. The proposal would directly impact on a separate former culvert rail bridge located about 200 metres to the south of the old coal rail spur bridge. The former culvert rail bridge has been assessed as having no heritage significance, and direct impacts to this bridge are considered to be acceptable.

Download Chapter 6.8 Contact us

Next – Air Quality

Back to categories

The proposal is not expected to impact on any items of non-Aboriginal heritage. There were no items of non-Aboriginal heritage significance within the construction footprint.

Non-Aboriginal heritage

Existing Environment

Three sites were found near the proposal with the potential for heritage significance:

Download Chapter 6.8 Contact us

Next – Air quality

Back to categories

Air Quality

Construction

Potential impacts from dust generation during construction have been assessed. Demolition of buildings, earthworks, construction traffic, and general construction activities were identified as activities with the potential to generate dust. The risk of dust impacts caused by dust soiling during most activities was identified as medium, while impacts to human health were identified as high partly due to the sensitivity of the area.

To mitigate the proposal air quality impacts during construction, a number of mitigation strategies have been proposed including the preparation of an air quality management plan and a monitoring program for dust.

Operation

With the significant reduction of heavy vehicles in Muswellbrook town centre, the proposal would notably reduce the number of sensitive receptors subjected to elevated concentrations of particulates. Once the bypass is operational, predicted exceedances adjacent to the New England Highway would be limited to within about 20 metres of the kerb. This is less than predicted exceedances under the ‘no build scenario’ which are predicted to extend up 40 to 50 metres from the kerb.

Download Chapter 6.9 Contact us

Next – Landscape character and visual impact

Back to categories

Landscape character and visual impacts

The landscape design aims to develop a consistent character and elements that fully integrate with the surrounding environment and reduces the visual impact of the proposal. The landscape treatments proposed consider the existing landscape character and the nature of the proposal.

Existing Environment

Key elements of the landscape surrounding Muswellbrook include the agricultural Hunter River floodplain, large patches of regrowth and remnant forest communities, coal mining activities and open pastureland primarily subject to grazing. The proposed road corridor would travel along flat to undulating stretches of landscape with open views over the Muswellbrook mining area, rolling plains and forested hills in the distance and would cross the Main North railway line, Muscle Creek and Sandy Creek.

Potential Impacts

During construction, some people may experience visual impacts including residents along the New England Highway, Muscle Creek Road, Sandy Creek Road, Koolbury Flats Row and Burtons Lane. Construction sites would reduce the privacy of some properties and construction of the bridges would be visible from a number of receivers. The proposal would require earthworks which would expose subsoil and the removal of vegetation within the construction footprint including some planted and remnant native trees. Some of this vegetation contributes to the amenity and character of the area. This would lead to temporary visual impacts during construction until the work is complete and disturbed areas rehabilitated.

The magnitude of operational visual impact on most of the local community would be moderate given the geographical area of impact, the open, flat to undulating landscape and low number of visual receptors. Removal of heavy vehicles from the streetscape would afford an opportunity for a revitalised town centre and presents opportunities to improve the public domain along the main road.

The landscape treatment south from the northern connection along the New England Highway will include rows of ornamental trees to assist in screening the changes within the view and increase visual amenity. Ornamental trees provide a ‘gateway’ landscape treatment to the township of Muswellbrook.

The landscape treatment to the central connection (at Coal Road) would include scattered tree and shrub planting to match the length of the bypass and suggest a more local entry point to the township, rather than the ‘gateway’ statement at the northern and southern connections.

Download Chapter 6.10 Contact us

Next – Property and land use

Back to categories

Aboriginal cultural heritage

The proposal has been subject to two archaeological investigations specific to the current construction footprint, including an archaeological field survey and archaeological test excavation program. An Aboriginal archaeological field survey was carried out to clarify records obtained from the Aboriginal Heritage Information Management System (AHIMS) search and to determine whether any previously unrecorded sites were located in the study area. The results of the survey informed the initial design development and environmental assessment.

It was determined that further information on the nature and extent of the archaeological sites would be required and an archaeological test excavation program was recommended. Test excavation was subsequently carried out. Significance and impact assessments were carried out for all Aboriginal archaeological sites and cultural values within the proposal study area.

The test excavation program confirmed the presence of subsurface archaeological deposit of varying density and integrity at all 11 of the tested areas. The nature and extent of the archaeology was variable and illustrates the diverse array of Aboriginal activities which took place across the landforms contained within the study area.

Cultural heritage

The Muswellbrook area and wider Upper Hunter region remains important to local Aboriginal people, who have maintained their traditional ties to the area through the sharing of knowledge and lore down through generations. Aboriginal people continue to use and care for the natural resources available to them across Country and have an intimate understanding and respect for the landscape.

Particular locations of intangible cultural significance as identified by knowledge-holders during the cultural values assessment within or adjacent the proposal area include:

Sandy Creek Cultural Resource Area
Skellatar Hill Line of Sight
Pathway

Potential impacts

Refinement of the construction footprint subsequent to the test excavation program has avoided impact to one moderately significant site and reduced the extent of the proposed impact at five other moderately significant sites. At three of these, the construction footprint would avoid impacting on the higher-archaeological value portions of the sites, with impacts restricted to marginal, low value areas on the fringes of the sites.

An Aboriginal Heritage Impact Permit (AHIP) issued under Section 90 of the NP&W Act would be required for the proposal. The AHIP would include a mitigation program comprising archaeological salvage which would be carried out prior to construction.

Download Chapter 6.7 Contact us

Next – Heritage

Back to categories

Property and land use

The proposal is located predominately across greenfield (undeveloped) land, with the construction footprint passing through Muswellbrook Coal Company property, Ausgrid property and several private properties, some of which are used for agricultural purposes. Key infrastructure near or intersecting the construction footprint include the Main North railway line, the existing New England Highway, Ausgrid and Muswellbrook Coal Company substations and the Muswellbrook Waste Management Facility. The operational section of Muswellbrook Coal Mine is located to the north east of the construction footprint.

Most of the land within the construction footprint is zoned SP2 Infrastructure and E3 Environmental management.

All properties affected by changed access arrangements as a result of the proposal would be provided with restored or new permanent access arrangements during operation.

Long term impacts on land use and property would result from acquisition of the land needed for the proposal. This would result in some properties subject to partial acquisition requiring new or alternate property access arrangements. Transport has already acquired five properties for the proposal.

All properties affected by changed access arrangements as a result of the proposal would be provided with restored or new permanent access arrangements during operation.

Download Chapter 6.11 Contact us

Next – Socio-economic

Back to categories

Consultation

Land uses surrounding the proposal area generally includes cleared agricultural land to the south-west, residential, commercial and open space areas comprising the town of Singleton to the east, residential areas at Singleton Heights and Darlington to the north-east, industrial land uses to the west at McDougalls Hill and areas of remnant vegetation at Rixs Creek to the north.

Six privately owned lots have already been acquired by Transport for NSW as owner initiated acquisition under Transport for NSW’s 'preferred option' policy. Forty seven individual lots are still subject to acquisition. These lots are owned by 29 separate land owners and include:

Eleven privately owned lots and five publicly owned lots that would be subject to total acquisition
Twenty seven privately owned lots and four publicly owned lots that would be subject to partial acquisition.

The majority of the lots subject to acquisition are zoned as RU1 (Primary production). Within the lots subject to acquisition it is expected that 11 dwellings would be demolished by the proposal and 17 sheds or other structures. Transport for NSW are continuing to consult with all property owners impacted by property acquisition.

The proposal would result in the fragmentation of eight properties, owned by eight separate owners, which are primarily agricultural properties.

Transport for NSW will investigate the possibility of licencing land beneath the bridge to impacted landholders to enable continued access for fragmented properties.

All properties affected by changed access arrangements as a result of the proposal would be provided with restored or new permanent access arrangements during operation, including the properties that would be fragmented. All property adjustments including fencing, driveways/access and other property infrastructure impacted by the proposal in consultation with affected property owners.

Land and property acquisition information

Download Chapter 6.11 Contact us

Next – Landscape character and visual impacts

Back to categories

Socio-economic

A comprehensive socio-economic assessment was carried out for the proposal. This assessment included business surveys, stopper surveys (ie people stopping in Muswellbrook who don’t live in the town) and landowner surveys.

The assessment found that during construction, the proposal would result in temporary amenity impacts associated with construction activities including noise and vibration, traffic, air quality and visual impacts. The construction period has the potential to benefit the local economy through direct employment, the proposals direct expenditure as well as an increase in expenditure at local businesses by construction workers.

Once operational, the proposal has the potential to impact local businesses within Muswellbrook due to the diversion of traffic around the town. Business owners may experience a level of uncertainty about the impact the proposal would have on through traffic and trade. While some businesses may initially experience a decrease in turnover, evidence from bypassed towns indicates some highway dependent businesses have been able to reposition themselves and become sustainable in the longer term. Respondents to the stopper survey were asked if they would stop in Muswellbrook once the bypass was operational. Over 60 per cent advised they would continue to stop, with nine per cent unsure or it would depend on the journey. Two thirds of stoppers noted this rate was not different from the rate at which they currently stop.

Transport has launched a ‘Bypass Town signage initiative’ in partnership with Destination NSW, which aims to encourage travellers to stop and visit bypassed towns in rural and regional NSW. The signs feature colour images depicting the features of bypassed towns. The Bypassed Town signs would form part of the NSW wayfinding signage and would be included as part of the directional signage strategy for future bypass proposals, including Muswellbrook.

Overall, the proposal would result in substantial potential benefits for freight vehicle movements. Improvements in the efficiency and reliability of these transport networks would likely result in increased productivity, reduced costs and broader economic benefits.

Download Chapter 6.12 Contact us

Next – Other environmental aspects

Back to categories

Other environmental aspects

Resource use and waste management

Waste would be generated during the construction and operational phases of the proposal. This would include demolition wastes, green waste (vegetative matter), packaging materials, liquid wastes and excavated material.

The materials needed for construction of the proposal are not currently limited in availability. However, any non-renewable materials would be used conservatively. The reuse of waste on-site would assist in minimising resources required for construction. Where possible, excavated spoil would be re-used again onsite in construction and landscaping activities. Excess spoil, not suitable for reuse, would be disposed of in accordance with current waste guidelines.

Transport is committed to ensuring responsible management of unavoidable waste and to promoting the reuse of such waste through appropriate measures in accordance with the resource management hierarchy principles embodied in the Waste Avoidance and Resource Recovery Act 2001 (WARR Act 2001).

Climate change

The existing climate within the Muswellbrook area is characterised by hot summer days and cool dry winters with considerably more intense rainfall in the summer months. Muswellbrook LGA is in a summer dominated rainfall pattern. However, heavy isolated falls have been known to occur during winter. Based on climate change, the Hunter is expected to experience an increase in all temperature variables (average, maximum and minimum) for the near and far future (OEH, 2014). Rainfall is projected to decrease in the period between 2020 and 2039 in spring and winter and to increase in autumn (OEH, 2014). In general, the climate in Muswellbrook is expected to become hotter and drier which is likely to result in more intense storms, floods, droughts and bushfire events.

While measures to reduce greenhouse gas emissions (GHG) produced by the proposal would be carried out where possible, most of the emissions would be largely unavoidable. Therefore, the proposal would contribute to climate change. However, the volume of GHG emissions would be negligible on a national and global scale and the proposal is anticipated to have a negligible impact on climate change during construction.

Impacts of climate change on the proposal are expected to be minor over time and in combination with maintenance activities would be likely to have a negligible impact. An increase in ambient temperatures may accelerate the rate of deterioration of any seal binders used to construct the road surface. Drier conditions may also cause pavements to age more quickly due to oxidation and embrittlement (Austroads, 2004). More intense rainfall and flooding events could put pressure on drainage infrastructure for the road including culverts and open drainage channels. Recognising this, the drainage design for the proposal provides the required flood immunity for the proposal, minimises potential flooding impacts on upstream and downstream properties and has factored in an increase in rainfall intensity to consider the effect of climate change.

Hazard and risk

The hazards and risks associated with the proposal during construction are considered low and would be managed with the implementation of standard management and mitigation measures.

Vehicle crashes are an inherent aspect of the operation of any road. During the design of the proposal, Transport has adopted the requirements of all relevant standards to improve safety for road users. During operation, it is anticipated that hazards and risks associated with the proposal would be low.

Cumulative impacts

Cumulative impacts could be experienced if construction or operation of the proposal coincides with construction or operation of other local development, such as other road upgrades, public work or private development.

A desktop review of the major project register on the DPIE website identified major projects within the Muswellbrook LGA which have the potential to contribute to cumulative impacts with the proposal.

During construction, the severity of potential cumulative impacts would vary between locations and would generally be dependent on the types of work being carried out, the timing and duration of the work relative to each other, the distance between the work and the receivers and sensitivity of the receiver. For most identified projects including mining, power and local road upgrades, the cumulative impacts would be low or the timing of construction of those projects is unknown. Cumulative impacts associated with consecutive construction of the Singleton bypass would be likely as both proposal construction timeframes would overlap.

During operation, the proposal, combined with other approved and proposed road upgrade projects would result in cumulative traffic benefits on the New England Highway and surrounds through the increased capacity of the road network, improved traffic flow and journey times and improved road safety.

The proposal, combined with other approved and proposed road upgrade projects may contribute to a cumulative loss of rural and agricultural land. However, impacts are anticipated to be minor.

Download Chapter 6.13 Download Chapter 6.14

Download Chapter 6.15 Download Chapter 6.16

Next — Environmental management

Back to categories

Environmental management

A number of safeguards and management measures have been identified in the REF in order to minimise adverse environmental impacts, including social impacts, which could potentially arise as a result of the proposal. Should the proposal proceed, these safeguards and management measures would be incorporated into the detailed design and applied during the construction and operation of the proposal.

A Construction Environmental Management Plan (CEMP) will be prepared to describe the safeguards and management measures identified. The CEMP will provide a framework for establishing how these measures will be implemented and who would be responsible for their implementation.

Download Chapter 7 Contact us

Back to categories

Introduction

Description of the proposal

Construction

Biodiversity

Surface water, hydrology and flooding

Groundwater

Soils and Mine Workings

Traffic and transport

Noise and vibration

Aboriginal cultural heritage

Non-Aboriginal Heritage

Air quality

Consultation

Landscape character and visual impacts

Property and land use

Socio-economic

Other environmental aspects

Environmental management

Your details

Feedback category

Your feedback*

Feedback received

Need for the Proposal

Proposal Objectives

Alternatives and Options considered

Northern connection

Southern connection

Bridge over Muscle Creek Road and Main North railway line

Bridge over Muscle Creek

Coal Road connection

Bridge over Coal Road

Bridge over Sandy Creek

Project overview

EPBC ACT listing

BC ACT listing

Threatened Fauna Records

Existing Environment

Potential Impacts

Biodiversity Offsets

Project overview

Existing Environment

Potential Impacts

Existing Environment

Potential Impacts

Construction

Operation

Existing Environment

Potential Impacts

Cultural heritage

Potential impacts

Resource use and waste management

Climate change

Hazard and risk

Cumulative impacts

Operational noise

Community Consultation sessions

Share this

Contact Us

Make a submission

Information sessions and booths

Information sessions:

Information booths:

Community Consultation

Community Consultation

What is an REF?

Explore interactive map

Make a submission

Helpful links

Acknowledgement of Country

Before/after facing north

Before/after facing south

Before/after facing north

Before/after facing south

Coal Road overpass - facing north

Realtime capture: bridge

Realtime capture: cutting

Coal Road Connection – North facing design

About the project

Project overview

Project benefits