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Milton to Ulladulla bypass

A Milton to Ulladulla bypass would deliver safer and more reliable journeys between South Coast communities and ease congestion especially during peak holiday periods. A Milton and Ulladulla bypass would significantly reduce travel time, particularly in holiday periods, by removing the need for vehicles to pass through 20 separate intersections.

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Moruya bypass

A moruya bypass would support growth of South Coast communities for locals, visitors and freight operators and ease congestion especially during peak holiday periods.

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Jervis Bay Road intersection

Roads and Maritime Services is planning an upgrade at the intersection of the Princes Highway and Jervis Bay Road to improve safety and reduce queuing and delays currently experienced by road users.

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Biodiversity

The proposal area has been subject to a history of clearing and disturbance primarily as a result of agricultural activities. South of the Hunter River the floodplain is used extensively for cropping activities and the area to the north of the Hunter River has historically been used for grazing. The main area of native vegetation within the proposal area occurs around the northern connection where patches of native vegetation of varying quality exist.

The proposal will result in a loss of around 15.2 hectares of vegetation listed under the Biodiversity Conservation Act 2016 (BC Act). About 16.9 hectares of the Central Hunter Valley eucalypt forest and woodland listed as critically endangered under the EPBC Act will also be impacted by the proposal. This would result in a reduction of habitat, including hollow-bearing trees, for a range of birds and mammals including threatened species, and loss of fauna habitat connectivity. An aerial fauna crossing over the New England Highway would be provided to help reduce potential impacts.

An assessment of significance has been carried out for threatened species and ecological communities that are likely to occur in the proposal area. The assessment found that the proposal is unlikely to have a significant impact on all matters listed under the BC Act. It was found that the proposal is likely to have a significant impact on Central Hunter Valley eucalypt forest and woodland listed as critically endangered under the EPBC Act. Transport for NSW's strategic assessment has been applied to the proposal.

Download Chapter 6.1 More information and community consultation Make a submission

Next – Surface water, hydrology and flooding

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Surface water, hydrology and flooding

Map layers

1-in-20 year existing flood levels

1-in-20 year impact of design

1-in-50 year existing flood levels

1-in-50 year impact of design

1-in-100 year existing flood levels

1-in-100 year impact of design

Flooding

The proposal crosses the Hunter River floodplain between the Hunter River and the southern connection, a length of approximately four kilometres. The floodplain is subject to periodic flooding during events greater than the one in five year flood (20 per cent Annual Exceedance Probability).

The proposal has been designed to achieve a one in 100 year (one per cent Annual Exceedance Probability) flood immunity on the bypass whilst minimising flooding impacts on surrounding land. The proposal would result in minor changes to the peak flood level locally around the Putty Road connection and the southern connection. The impact is localised and typically limited to rural property and the proposal area. In addition, there are reduced peak flood levels through much of Singleton and Glenridding. The proposal would provide additional flood evacuation routes and improve local accessibility during flood events up to and including a one in 20 year event.

Surface Water and Hydrology

The proposal would cross the Hunter River and a number of unnamed watercourses, located:

North of the Hunter River crossing, flowing south from Maison Dieu Road to the Hunter River
North of Gowrie Gates where crossings of tributaries to an unnamed watercourses drain to the east towards Singleton Heights.

Upstream of the proposal, mining and agriculture are key influences on the water quality in the Hunter River catchment. The receiving waterways near to the proposal area are regarded as moderately disturbed.

Construction activities represent a risk to surface water quality within local receiving waters. During runoff events or flood conditions, sediment laden waters, chemicals stored on site, and construction waste have the potential to mobilise and enter watercourses.

Pollutants and contaminants from vehicles travelling on the bypass is the primary potential risk to surface water quality once the bypass is operational. These pollutants and contaminants include exhaust particles, discharges from leaking or damaged loads or vehicle incidents.

To manage the risk to surface water quality a range of mitigation measures have been proposed including two spill containment basins on the north and south side of the Hunter River.

Download Chapter 6.2 More information and community consultation Make a submission

Next – Soils

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Soils

A Contaminated Soils Phase 1 Assessment was prepared in order to identify potential sources of contamination within or in proximity to the proposal. This included a review of land use history, review of geotechnical investigation data, development of a conceptual site model (to describe potential sources of contamination), a qualitative risk assessment and environmental safeguards to manage potential contamination impacts.

The assessment identified several existing potential contamination sources within or in proximity to the proposal area.

The proposal would involve removal of top soil, earthworks associated with filling for the new road and stockpiling of spoil for construction. With the implementation of erosion and sedimentation controls, potential construction related erosion and sedimentation impacts would be appropriately managed and would be minor.

Existing contamination present within soils or groundwater in the proposal area has the potential to be exposed or disturbed during construction activities. The assessment identified that overall there is a moderate risk of contamination from a range of potential contaminants and sources within and adjacent to the proposal area that may present a risk to human health and/or the environment. Contamination risks would be managed in accordance with the environmental safeguards provided in the REF.

During the operation of the proposal, the risk of soil erosion would be minor as all areas impacted during construction would be sealed or rehabilitated and landscaped.

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Next – Groundwater

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Groundwater

There are two groundwater aquifers within the proposal area. A superficial alluvial aquifer, located south of the Hunter River and a weathered and/or fractured bedrock aquifer located north of the Hunter River.

The superficial alluvial aquifer, south of the Hunter River is beneath low-lying areas at depths ranging from 5.3 metres to 12.8 metres below the surface. Interaction with groundwater is anticipated during the construction of bridge piles and piers south of the Hunter River.

To minimise the potential of encountering groundwater, the pile holes would be installed by advancing steel casing into the ground as they are drilled. The steel casing will pass through one to two metres of gravel below the existing water table. Once the casing has been advanced to the bedrock, groundwater is generally not expected to be encountered. The operation of the proposal would not result in substantial changes to the recharge of groundwater within the proposal area and therefore no ongoing impact to groundwater users is anticipated.

Three private groundwater bores used for irrigation are located within the proposal area and may need to be relocated. Any required adjustment to property infrastructure impacted by the proposal would be carried out in consultation with affected property owners.

Download Chapter 6.3 More information and community consultation Make a submission

Next – Traffic and transport

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Traffic and transport

Travel times

2026
Morning travel time:

11 minutes
Afternoon travel time:

13 minutes
2026
Morning and afternoon travel time:

6 minutes

Traffic improvements

The New England Highway passes through Singleton providing links to Muswellbrook to the north and Maitland to the south. Between 18,000 and 28,000 vehicles per day (two-way) travel on the highway through Singleton.

The New England Highway is a major freight route between Newcastle, Maitland and the Upper Hunter. It is classified as a B-double route for trucks up to 25/26 metres in length.

Putty Road and Gresford Road are also classified as B-double routes, with some time-of-day restrictions on certain sections on the approach to and through Singleton.

A vehicle origin and destination (OD) survey was carried out in Singleton on Wednesday 28 February 2018. The OD survey data concluded during the morning peak, 44 per cent and 54 percent of vehicles (originating south of and north of Singleton respectively) were through trips. Similarly 36 per cent and 51 per cent of evening peak were through traffic.

The traffic assessment modelled the impact of the proposal. The bypass is proposed to remove up to 1500 vehicles per hour from Singleton in the AM peak, and up to 1250 vehicles per hour in the PM peak. The shift of these vehicles from the road network within Singleton to the bypass should provide additional capacity for vehicles completing more local trips and the reduction should provide greater amenity within the town centre.

With the bypass proposed to be posted for 100 kilometres per hour, the travel time savings for through traffic that switch from the New England Highway to the bypass are forecast to range from about 6 minutes to 9 minutes in 2026 and 2036, respectively. It is noted that these time savings are based on the modelled speeds both through town and on the bypass, and could significantly increase based on current actual travel times through town.

In addition, improvements in travel time in the local area (along John Street / Queen Street) are forecast as a result of the bypass, with savings of about four minutes forecast for northbound traffic on John Street in 2036.

The provision of a bypass will make a significant improvement to travel time and intersection performance across the network.

Download Chapter 6.5 More information and community consultation Make a submission

Next – Noise and vibration

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Noise and vibration

An assessment of the potential noise and vibration impacts for the proposal was carried out for construction and the following operational scenarios, ‘Do Minimum’ (without the proposal) and ‘Design (with the proposal) in the years 2026 and 2036.

Map layers - Operational noise

Without project noise levels - day

Without project noise levels - night

Design with barriers noise levels - day

Design with barriers noise levels - night

Construction noise

The majority of construction works would be undertaken during standard working hours.

Monday to Friday	7:00 a.m. to 6:00 p.m.
Saturday	8:00 a.m. to 1:00 p.m.
Sundays and public holidays	No work

During standard working hours, the assessment identified that construction noise may exceed the criteria at a number of receivers during several construction scenarios. Pavement and earthwork activities are anticipated to cause the largest number of exceedances, with 48 receivers exceeding the noise management levels by more than 20 dB(A). Predicted noise levels are representative of the worst case 15 minute period of construction activity, while the construction equipment is at the nearest location to each sensitive receiver location. It does not represent the ongoing day to day noise impact at noise sensitive receivers for an extended period of time.

To minimise disruption to daily traffic and disturbance to surrounding land owners and businesses, it would be necessary to carry out some work outside of standard working hours. These works include:

Works within the rail corridor for the bridge over the Main North railway line
Delivery of construction materials such as precast bridge structures
Intersection and tie-in activities of the bypass to existing roads
Construction of the bridge over the New England Highway at Gowrie Gates
Operation of construction compounds to support the above work.

During these works it is predicted that we will exceed the sleep disturbance and awakening reaction criteria at a number of properties.

These impacts would be managed through the implementation of mitigation measures including the preparation of a construction noise and vibration management plan to identify specific measures to be adopted, a monitoring program, an out of hours works procedure and community consultation requirements.

Operational noise

A noise barrier assessment has been carried out as part of the operational road traffic noise assessment. This assessment recommended that six noise barriers be implemented to minimise impacts.

With the six proposed noise barriers in place, 89 noise sensitive receivers are considered to be eligible for the consideration of at-receiver noise treatment.

Vibration

Construction activities would result in a short-term increase in localised vibration levels. At times, these vibration levels may be felt at sensitive receivers close to the proposal.

The REF identifies safe working distances for equipment likely to be used for the proposal to prevent structural damage for standard dwellings and heritage buildings. It is considered unlikely that vibration intensive plant would be operated within these minimum safe working distances.

Download Chapter 6.6 More information and community consultation Make a submission

Next – Aboriginal heritage character

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Aboriginal heritage

An Aboriginal cultural heritage assessment was prepared in accordance with Transport for NSW’s Procedure for Aboriginal Cultural Heritage Consultation and Investigation (PACHCI), as well as relevant statutory guidelines. This assessment included background research, site survey, archaeological test investigations and Aboriginal community consultation.

The assessment found a total of 25 Aboriginal archaeological sites and one site of cultural significance within the study area. Two associated sites of cultural significance were identified outside the study area. A number of places of cultural significance were identified in the surrounding landscape including pathways, a ceremonial ground, camping grounds, resource areas, and high points that provide lines of sight.

The proposal is anticipated to impact 16 of the 25 Aboriginal archaeological sites, with a total loss of value for 13 sites and partial loss of value for the remaining three sites. One site of cultural significance will also be impacted by the proposal, resulting in a partial loss of value.

In order to manage the impact of the proposal on the identified Aboriginal cultural heritage values of the study area, a number of recommendations are included within the environmental assessment.

Download Chapter 6.7 More information and community consultation Make a submission

Next – Non-Aboriginal heritage

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Non-Aboriginal heritage

A number of heritage items have been identified within the proposal area. Three locally listed heritage items would be impacted by the proposal, including the Former Pumping Station, Bebeah and Woolpack Inn.

Direct impacts would occur to the Former Pumping Station resulting in its complete removal. The degree of harm has been assessed as high as the proposal would impact the existing heritage significance.

Bebeah and the Wooplack Inn were identified as being directly impacted by the proposal, with works occurring within the curtilage of these two items but not directly impacting the heritage significance of the listed buildings. The degree of harm for both impacts has been assessed as low.

One unlisted heritage item, the former Great Northern Railway would be impacted by the proposal. This impact would involve the direct removal of about a 300 metre section of its extent. The degree of harm for this impact has been assessed as low.

There is also the potential for indirect impacts to the Singleton Hunter River rail underbridge, which is locally listed. The degree of harm for this impact has been assessed as low and unlikely to impact existing heritage significance.

Measures have been identified to mitigate these impacts including the archival recording and salvaging of material where appropriate.

Download Chapter 6.8 More information and community consultation Make a submission

Next – Air quality

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Air Quality

Construction

A semi-quantitative risk assessment of potential dust impacts on surrounding sensitive receptors was carried out for the construction of the proposal. Demolition of buildings, earthworks, construction traffic, and general construction activities were identified as activities with the potential to generate dust. The sensitivity of the area to dust soiling and human health impacts was identified as high due to the number of sensitive receivers in the vicinity of the proposal.

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

Traffic movements on the proposal have the potential to result in motor vehicle emissions from fuel combustion, fluid evaporation, brake and tyre wear, and resuspended road dust along the bypass. Traffic forecast data from the traffic model including vehicle type, speed and road grade was used to estimate vehicle emissions to determine the proposals potential air quality impacts. The assessment found that the worst case predicted concentrations were mostly limited to within 50 metres from the kerb of the proposal with worst case predicted incremental contributions smaller than the existing background concentrations.

Reductions in traffic numbers along local roads within the Singleton area as a result of the proposal have not been quantified as part of this assessment. However, the reduction in both vehicle numbers and congestion would potentially result in a reduction in vehicle emissions and associated ground level concentrations within the town centre.

Download Chapter 6.9 More information and community consultation Make a submission

Next – Landscape character and visual impacts

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Landscape character and visual impacts

A landscape character and visual impact assessment (LCVIA) was carried out for the proposal. The report assesses the potential landscape character and visual impacts of the proposal. The assessment is based on the sensitivity of a number of individual Landscape character zones (LCZs) and views and magnitude of change at each one associated with the proposal.

Construction

During construction, positioning of plant and equipment within the view of surrounding properties and existing road users would result in minor, temporary visual impacts. The proposal would require earthworks and the removal of vegetation. Some of this vegetation contributes to the amenity and character of the proposal area. This would lead to temporary visual impacts during construction until the works are complete and disturbed areas rehabilitated.

Operation

The proposal is likely be visually prominent from several key viewpoints around Singleton. The proposal features a number of elements that would be obvious within the predominantly rural landscape including embankments/batters, bridges and noise walls. Change resulting from the proposal would mainly affect residents and businesses adjoining the proposal area, and road users. Elements of the proposal that are likely to be the most visually intrusive include the earth embankments, bridges and vehicle movements. Vehicle headlights may also cause visual impacts at night.

The proposal would result in reduced traffic volumes through Singleton town centre which is likely to have positive impacts on visual amenity along the existing New England Highway.

To mitigate the landscape character and visual impacts of the proposal, mitigation strategies have been proposed including sourcing all plant materials locally and the preparation of an urban design management plan.

Download Chapter 6.10 More information and community consultation Make a submission

Next – Property and land use

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Property and land use

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 More information and community consultation Make a submission

Next – Socio-economic

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Socio-economic

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

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 Singleton due to the diversion of traffic around the town. Surveys of local businesses and commuters carried out as part of investigations for the proposal identified that the overall impact to businesses is likely to be minor. The surveys identified that a large portion of highway traffic does not stop in Singleton despite travelling through. Of those surveyed who did stop in Singleton, 55 per cent said they would continue to stop in Singleton once the bypass is operational. With through traffic removed from Singleton town centre, amenity impacts in Singleton may improve due to reduced vehicle volumes in town. Singleton would remain visible from the bypass, with signage encouraging traffic to continue to stop in town to access local businesses.

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 More information and community consultation Make a submission

Next – Other environmental aspects

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Other environmental aspects

Resource use and waste management

Various waste and resource streams would be generated during the construction and operational phases of the proposal.

Materials required for construction of the proposal are not currently limited in availability, however any non-renewable materials would be used conservatively. During detailed design the use of recycled-content materials would also be considered.

Waste generated by the proposal would classified and disposed of at a licensed waste facility in accordance with the Environment Protection Authorities (EPA) Waste Classification Guidelines or reused in accordance with EPA resources recovery orders and exemptions.

It is anticipated that waste volumes during the operation of the proposal would be comparable to existing waste volumes within the proposal area.

Climate change

The impact of the proposal on climate change has been considered in a qualitative assessment guided by the emissions scopes described below and by considering the likely construction methods, materials, and maintenance activities.

Based on the climate change projections, the Hunter is expected to experience an increase in all temperature variables (average, maximum and minimum) for the near and far future. Rainfall is projected to decrease in the period between 2020 and 2039 in spring and winter and to increase in autumn.

While measures would be carried out where possible to reduce greenhouse gas (GHG) emissions, most of the emissions during construction 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.

The proposal is not expected to increase traffic volumes, therefore there is not anticipated to be an increase in vehicle emissions as a result of the proposal. The proposal would cater for a projected growth in traffic volumes which would occur independent of the proposal.

Hazard and risk

Existing hazards and risks in the vicinity of the proposal are generally associated with the operation of the existing road network and the Main North railway line and flooding hazards arising from the Hunter River.

There are several hazards and risks relating to the construction of the proposal. Construction risks would be temporary and managed with the relevant safeguards and management measures outlined in the REF.

Similarly with operation, risks including fuel and oil spills, vehicle incidents and flooding have been identified. During the design of the proposal, Transport for NSW has applied the requirements of all relevant standards to minimise operation hazards and risks.

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 Department of Planning, Industry and Environment website identified several major projects within the Singleton LGA which have the potential to contribute to cumulative impacts with the proposal.

Cumulative impacts during the construction period would be temporary and environmental safeguards and management measures would be implemented as appropriate.

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.

Download Chapter 6.13 Download Chapter 6.14

Download Chapter 6.15 Download Chapter 6.16

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Next — Environmental management

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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 More information and community consultation Make a submission

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Time	Project	Register
Monday 6 April, 11:30 – 12:00pm	Jervis Bay Road intersection Facebook Live event	https://www.facebook.com/events/533433497611181
Monday 6 April, 12.30 pm -1:00 pm	Milton Ulladulla bypass Facebook Live event	https://www.facebook.com/events/531071577593827
Monday 6 April, 1.30 pm – 2:00pm	Moruya bypass Facebook Live event	https://www.facebook.com/events/249915156393672

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Flooding

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Resource use and waste management

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Hazard and risk

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Jervis Bay Road intersection

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Jervis Bay Road to Sussex Inlet Road

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Indicative Fauna crossing - rope bridge

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