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Executive Summary
Introduction
This Environment Effects Statement (EES) relates to
the Kilmore-Wallan Bypass, for the construction of a
new road alignment between the Hume Freeway and
the intersection of the Northern Highway and
Broadford-Kilmore Road.
This Executive Summary provides an overview of the
Project, the assessment and approvals framework,
predicted environmental effects and management
measures that are recommended. Details on where
to view the EES, how to obtain copies and make a
submission are also provided in the last two pages of
this Executive Summary.
The Northern Highway is an important arterial road
link between Melbourne and Kilmore-Wallan, as well
as beyond to the northern areas of Victoria. Freight
and commercial vehicles rely on the highway for
intrastate and interstate access to markets, air and
sea terminals in Melbourne and the rural primary
production areas of the Murray Valley and southern
New South Wales. The highway is also a vital link for
Kilmore and Wallan communities, particularly for
access to employment, as well for tourists heading
north to destinations such as Echuca and New South
Wales.
Increasing population growth in Kilmore and the
adjoining townships of Broadford and Wallan is
generating strong traffic growth along the southern
sections of the Northern Highway and the local road
network. This increasing local traffic, together with
the increasing freight and commercial vehicle traffic,
is resulting in traffic congestion in the Northern
Highway sections within the Kilmore town centre
(Sydney Street) and the Wallan town centre (High
Street). Traffic growth on the Northern Highway
south of Kilmore is growing at 4 to 6 times the
average growth rate of the State arterial road
network. This issue is compounded as the Northern
Highway forms the only contiguous north-south
route through the township.
VicRoads is proposing to construct an initial two lane
carriageway highway that would utilise the existing
Hume Freeway, with Kilmore bypassed via a new
road alignment between the Hume Freeway and the
intersection of the Northern Highway and BroadfordKilmore Road. At some time in the future, when
traffic volumes warrant and funding is available, the
bypass would be upgraded to a dual carriageway,
four lane divided highway.
The purpose of the EES is to provide stakeholders
and decision makers with a clear description of the
proposed Project, relevant alternatives and
assessment of the potential environmental, social
and economic effects and benefits. The EES process
informs the various statutory approvals required for
the Project and invites comment on outcomes of the
assessments undertaken. Relevant decisions-makers
need to have regard to the Minister for Planning’s
Assessment of the Project and its effects, which will
be provided at the conclusion of the EES process.
The EES and Draft Planning Scheme Amendments
(PSAs) are being exhibited for public review and
submission between 10 June 2014 and 21 July 2014.
Northern Highway, at southern gateway to Wallan
Proponent
As the statutory authority for arterial roads
(including highways and freeways), VicRoads is
responsible for the Kilmore-Wallan Bypass and is the
proponent for the Project. VicRoads is a statutory
authority whose responsibilities are outlined in the
Transport Integration Act 2010 and the Road
Management Act 2004. It is one of several State
Government agencies that assist the Government to
achieve its integrated transport policy objectives.
The VicRoads Chief Executive is accountable to the
Minister for Roads, reporting through the Secretary
of the Department of Transport, Planning and Local
Infrastructure (DTPLI).
Project Rationale
The key drivers for the Project are transport
efficiency and road safety and access.
Following more than a decade of traffic
investigations and planning studies (refer EES
Chapter 5) and consistent with VicRoads' Northern
Highway Strategy (VicRoads, 1998), a bypass of the
Kilmore and Wallan Townships is proposed to
address these issues. If implemented, the Project is
expected to:
improve the amenity and attractiveness of
commercial precincts in and around the Northern
Highway by significantly reducing truck and
traffic volumes
improve the efficiency of the arterial and local
road network
improve safety in the bypassed townships
facilitate local employment opportunities.
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Transport Efficiency
Project Objectives
Current traffic volumes on the section of the
Northern Highway through the Kilmore Townships
are in in excess of 13,800 vehicles per day. By 2041,
traffic volumes are expected to reach 21,100
vehicles per day.
Whilst the primary objective of a Kilmore-Wallan
bypass is to relieve congestion and remove heavy
vehicles from driving through the main streets of
Kilmore and Wallan, VicRoads has defined the
following Project objectives to guide the assessment
of the bypass options:
Around 500 of the 1,600 trucks that travel along
Sydney Street, Kilmore each day are semi-trailers or
larger articulated B-double trucks, many of which
have interstate connections. Truck and freight
volumes are expected to increase in the future with
the anticipated tripling of the State-wide freight task
by 2050 (Department of Transport, 2013).
As traffic volumes continue to increase along the
highway corridor and as a result of the traffic safety
measures required in the towns and at major
intersections (such as reduced speed zones, traffic
signals and pedestrian facilities), traffic congestion
and delays will continue to increase unless capacity
improvements to the road network are undertaken.
This will affect both residents and businesses within
the local areas as well as through traffic.
improve road safety and enhance the
functionality of the road network in town centres
improve transport connectivity, freight
movement and efficiency for bypassable traffic
achieve acceptable consistency with current and
proposed land uses and support the long term
planning and development of the Kilmore-Wallan
area
minimise displacement and severance of
communities, community facilities and
agricultural land to the extent practicable
improve town amenity by removing bypassable
traffic, minimising noise and visual impacts of
the new road and minimising impacts on key
community facilities during construction and
operation of the bypass
avoid or minimise impacts on areas and features
of ecological significance to the extent
practicable
avoid or minimise impacts on areas and features
of heritage significance to the extent practicable
avoid or minimise impacts on water quality,
hydrology and floodplain to the extent
practicable
Truck traffic in Sydney Street, Kilmore
Road Safety and Access
The Northern Highway between Wallan and
Broadford has remained largely unchanged for
decades. The significant increases in traffic volumes
and proportion of heavy vehicles are contributing to
a relatively high crash rate. In the past five year
period, there have been 77 casualty crashes along
the section of the Northern Highway within the
Project Area, including 17 casualty crashes within
the built up area in Kilmore.
Several aspects of the current highway configuration
which are contributing to its worsening safety record
include:
limited overtaking opportunities in some sections
highway junctions with high turning traffic
volumes
property access safety
lack of alternative connectivity.
provide a balanced outcome giving consideration
to environmental, economic and social factors.
EES and Approvals
On 15 April 2013, the Victorian Minister for Planning
determined that an EES was required under the
Environment Effects Act 1978 to document the likely
environmental, social and economic effects of the
Project. The reasons for the Minister’s decision
follow:
The various project route alternatives have the
potential to result in significant adverse effects
including on native vegetation and ecological
values, displacement and severance of
residential and recreational land uses, noise,
visual and landscape values, that in aggregate
are of at least regional significance
There is a need for rigorous assessment of the
potential significant effects of the project route
alternatives, to enable a transparent evaluation
of alternative in relation to opportunities for
avoidance and/or minimisation of these effects
to inform both project and statutory decisionmaking
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The investigations of proposed project route
alternatives to date have partially addressed
their potential environmental effects. However,
there are a number of matters that warrant
further investigation within an integrated
assessment framework that an EES process will
provide
as an accredited process under the EPBC Act in
accordance with the bilateral agreement between
the Commonwealth and Victorian Governments. This
means that the Commonwealth Minister for the
Environment will make a decision whether to
approve the Project under the EPBC Act, based on
the EES and not a separate assessment process.
An EES process responds to interest in the
project route alternatives by providing
appropriate opportunities for public input.
EES Scoping Requirements and Evaluation
Objectives
Commonwealth Approval Requirements
On 16 April 2013, the delegate for the (then)
Commonwealth Minister for Sustainability,
Environment, Water, Population and Communities
(now Department for the Environment) determined
the Project to be a controlled action that requires
assessment and approval under the Environment
Protection and Biodiversity Act 1999 (EPBC Act).
This decision was made due to the presence of the
Golden Sun Moth on the Western and Dry Creek
alignment options. The EES process is to be applied
Table 1
The draft EES Scoping Requirements issued by the
Victorian Minister for Planning sets out the range of
environmental, social and economic matters to be
investigated and documented in the EES including
Commonwealth requirements under the EPBC Act.
The evaluation objectives, documented in the draft
EES Scoping Requirements, reflect the key issues as
identified by the Minister for Planning. The
evaluation objectives for the Project are outlined in
Table 1 and are addressed in the relevant chapters
of the EES with a summary provided in the
conclusion.
Evaluation objectives
RELEVANT EES
CHAPTER
EES EVALUATION OBJECTIVE
Transport Network Performance – To improve road safety, traffic performance and general amenity,
particularly in the townships of Kilmore and Wallan, by developing a Northern Highway bypass which will be
effective in attracting through traffic, especially heavy vehicles, and provide better connections to the existing
local transport network.
Chapter 8
Noise and Dust – To minimise noise and dust effects on the amenity of residents and open space areas.
Chapter 12
Chapter 14
Chapter 16
Social Effects – To minimise adverse social effects, including displacement of residents and disruption of access
to community facilities.
Chapter 14
Land Use and Economic – To minimise adverse effects on existing and planned land uses and to contribute to
positive economic outcomes in the area.
Chapter 11
Chapter 14
Chapter 16
Landscape and Visual Values – To minimise adverse effects on landscape and visual amenity values.
Chapter 13
Chapter 14
Chapter 16
Biodiversity – To avoid or minimise effects on native vegetation and listed flora and fauna species and
ecological communities, including those listed under the Environment Protection and Biodiversity Conservation
Act 1999, and address opportunities for offsetting potential losses consistent with relevant policy.
Chapter 9
Chapter 16
Catchment Values – To maintain the functions and values of surface water environments and groundwater.
Chapter 15
Cultural Heritage – To avoid or minimise adverse effects on Aboriginal and non-Aboriginal cultural heritage
values.
Chapter 10
Environmental Management Framework – To provide a transparent framework with clear accountabilities for
managing environmental effects and hazards associated with construction and operation of the Project, in
order to achieve acceptable environmental outcomes.
Chapter 17
Integrated and Sustainable Development – Overall, to demonstrate that the Project would achieve a balance
of economic, social and environmental outcomes that contribute to ecologically sustainable development and
provide a net community benefit over the short and long-term.
Chapter 18
Technical Reference Group
A Technical Reference Group (TRG) was established
and chaired by the Department of Transport
Planning and Local Infrastructure (DTPLI). The TRG
was made up of representatives from a number of
government departments, local council and other
organisations. As set out in the Terms of Reference
by DTPLI, the role of the TRG for the Kilmore-Wallan
Bypass was to provide advice to the proponent
(VicRoads) and DTPLI, to enable relevant
government departments and local councils to
provide input and guidance to the EES process in
relation to the adequacy of investigation being
undertaken and the Project’s compliance with
statutory requirements.
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Community Consultation
Consultation with the community is an integral part
of the planning investigations and the EES process.
As per the EES Scoping Requirements, VicRoads has
undertaken a formal process of communication and
consultation with relevant stakeholders including
potentially affected parties, the community and
interested organisations and individuals throughout
the development of the EES in order to identify and
respond to their concerns. The main issues identified
throughout the consultation process, and the
responses to these issues are summarised in the
EES report (refer EES Chapter 7).
EES Approvals Process
Following exhibition of the EES, submissions will be
referred to an Inquiry Panel for the Project. The
Panel will be appointed by the Minister for Planning.
The Inquiry will review the EES and submissions,
conduct a public hearing, and provide a report to the
Minister for Planning. The Inquiry will prepare its
report in accordance with its Terms of Reference.
The EES process concludes with the Minister's
Assessment of the environmental effects of the
Project, under the Environment Effects Act 1978.
Once the Minister’s Assessment has been released
statutory approvals will be sought and relevant
decision-makers need to have regard to the
Minister’s Assessment. The Project requires:
approval under the Commonwealth Environment
Protection and Biodiversity Conservation Act
1999
amendments to Mitchell Shire Planning Scheme
under the Planning and Environment Act 1987
an approved Cultural Heritage Management
Plan(s) (CHMP(s)) under the Aboriginal Heritage
Act 2006.
A number of approvals under other legislation for
components of the Project are also required. These
additional approvals are outlined in section 4 of EES
Chapters 9-15 and summarised in EES Chapter 17.
Draft Planning Scheme Amendments (PSAs) to the
Mitchell Planning Scheme are included in the EES
(refer EES Technical Appendix A). The PSAs would
include application of a Public Acquisition Overlay to
the private land to be compulsorily acquired for the
Project, and provide an exemption from all other
planning permit requirements for the Project
(subject to the Project meeting any other
recommendations of the Minister's assessment of
the EES).
A Cultural Heritage Management Plan (CHMP) is
being developed for the Project, and will be
submitted to the Registered Aboriginal Party(s)
(RAP(s)) for evaluation and approval following the
EES process.
Northern Highway, south of Kilmore
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Alignment Options
In order to achieve the Project objectives, VicRoads
is proposing to construct a new bypass road
alignment between the Hume Freeway and the
intersection of the Northern Highway and BroadfordKilmore Road. A range of alternative alignment
options were assessed for the Project.
The ‘No Project’ Scenario
Consideration of the 'no project' scenario is
important in order to evaluate the implications of not
undertaking the Project and to provide a basis for
evaluating the relative impacts and benefits for each
option. In order to assess each of the options
against the ‘no project’ scenario, the evaluation
framework has considered if each option is better or
worse than the ‘no project’ option.
Alternative Solutions
A number of alternative solutions have been
considered over the past 16 years in order to
improve safety and functionality of the Kilmore and
Wallan town centres and improve freight and
transport efficiency between Victoria and NSW.
These potential solutions include:
alternative routes
upgrading the existing road network
developing an internal bypass road around
Kilmore's town centre.
Over the last 16 years, in consultation with the local
community, various studies have explored potential
options for the Project including:
B75 Corridor Strategy Northern Highway 1998
Wallan to Kilmore Study 2000
The Kilmore Arterial Road Network Study
(KARNS) 2002
The Northern Highway Duplication Study 2005
The Kilmore Wallan Bypass Options Examination
in 2008
Linking Kilmore 2009.
Each of these alternatives is described in Chapter 5
of the EES.
Options Assessment and Selection Process
The options considered within the Kilmore-Wallan
Bypass Options Examination ('the Examination')
were derived from options considered in previous
studies, options developed in consultation with
Mitchell Shire Council, and options suggested by the
community.
The suggested bypass options were then rationalised
into common alignments, adjusted to follow existing
road reserves where possible, and those that were
considered to have similar traffic and economic
performance were grouped together. Eleven
representative alignment options formed the basis of
the Examination investigations.
Traffic modelling and transport economic evaluation
was undertaken to investigate the feasibility of the
options. The development of the feasible
consolidated options also took into account known
environmental, heritage and land use constraints in
the study area, and potential future development
areas as advised by Mitchell Shire Council. The
bypass examination then included specialist studies
for traffic and transport modelling, as well as
preliminary studies for flora and fauna, cultural
heritage and geotechnical investigations.
The findings of the examination confirmed that high
population and traffic growth in and around Kilmore
and Wallan would result in the Northern Highway
south of Wallan carrying more traffic than the
adjacent section of the Hume Freeway before 2021.
The examination concluded that whilst there is no
single or straightforward solution that would be
totally effective in reducing through traffic and truck
traffic in Wallan and Kilmore, the best performing
bypass options were those that also provide
improved connectivity with the local road network in
Kilmore, thereby providing a secondary function as a
ring or distributor road that provided improved
traffic movement within Kilmore. Options that were
more remote to the town centres and that have
reduced connectivity to the local road network were
found not to be effective in reducing traffic in the
town centres.
The preliminary flora and fauna assessment found
that there were no values of national or state
significance that would preclude the construction of
any of the options.
Following the commitment of the State Government
to the construction of a Kilmore-Wallan bypass, the
findings of the previous studies were used as the
basis to determine which of the options had the best
potential to deliver a bypass that would achieve
significant truck and traffic volume reductions in
Kilmore and Wallan.
Of the eleven options considered by the KilmoreWallan Bypass Options Examination, three options
were identified as the basis for detailed planning
studies, and an additional two were added based on
refinements due to environmental constraints and
community feedback. These options were known as
Sunday Creek Road option, O'Gradys Road option,
Dry Creek option, Quinns Road option, and Western
option.
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Detailed investigations of the five options were then
undertaken and included a wide range of specialist
studies. Further changes were made to the options
in response to the results of the specialist studies,
further refinement of the concept design and design
standards, as well as community and stakeholder
feedback.
Following completion of the detailed investigations in
December 2012, it was determined that Sunday
Creek and O’Grady’s Road options would not be
further considered. Sunday Creek option was
discounted due to a combination of poor traffic
performance, high impact on native vegetation and
exceptionally hilly terrain. The O’Gradys Road option
was discounted because of the combined effects on
high quality native vegetation and residential and
rural properties.
Accordingly, the three remaining options, Quinns
Road, Western and Dry Creek, are proposed for
further consideration as part of this EES
Proposed Alignment Options
As part of the detailed investigations and the EES
process, and in response to feedback from
specialists, the community and other stakeholders,
the three proposed alignment options, Quinns Road,
Western, and Dry Creek, have been refined to
provide improved social, environmental or
engineering outcomes.
VicRoads presents Quinns Road option, Western
option and Dry Creek option for consideration as
part of this EES. The proposed alignments for Quinns
Road, Western and Dry Creek options are shown in
Figure 1, and are included in the Mapbooks
contained in Volume 3 of the EES.
Quinns Road Option
This option is approximately 12.7 km in length and
connects to the Hume Freeway at the existing
Wandong interchange, requiring an upgrade of the
existing interchange. The bypass option then
generally follows the existing Epping-Kilmore Road
and includes a connection to the Northern Highway
south of Kilmore with a large diameter roundabout.
The bypass option then runs northwards parallel to,
and east of Quinns Road and Anderson Road. The
option runs along the western base of Monument Hill
Reserve to the east of the golf course and racetrack
along Hunts Road, requiring relocation of Hunts
Road access along the east side of the bypass. The
option then crosses Kilmore East Road and continues
north-west through the low density residential area
of the Equine Precinct and farming areas before
connecting to the Northern Highway, south of the
Broadford-Kilmore Road intersection with the
Northern Highway.
Western Option
This option is approximately 17.1 km in length and
connects to the Hume Freeway at the existing
Wandong Interchange, requiring an upgrade of the
existing interchange. The bypass option then
generally follows the existing Epping-Kilmore Road
connecting to the Northern Highway south of
Kilmore with a roundabout. The bypass option
continues westward running parallel to, and south of
Gehreys Lane, before turning northward at Paynes
Road and running parallel to and west of Paynes
Road. The option connects to Kilmore-Lancefield
Road with a roundabout. The option then continues
northward running parallel to, and west of, Kings
Lane, before turning north-east past the wastewater
treatment facility before connecting to the Northern
Highway at the Broadford-Kilmore Road intersection.
Dry Creek Option
This option is approximately 11.2 km in length and
connects to the Hume Freeway just north of the
existing Wandong Interchange via two new southerly
oriented ramps. The bypass option then runs parallel
to, and east of, the Melbourne-Sydney Railway and
Dry Creek through tree plantations and farming
land. The option crosses over the Melbourne-Sydney
Railway to the east and north of the Kilmore East
hamlet and then runs parallel to, and north of
Kilmore East Road. It then continues in a northwest
direction through the low density residential area of
the Equine Precinct and farming areas before
connecting to the Northern Highway, south of the
Broadford-Kilmore Road intersection with the
Northern Highway.
Project Description
The project description summarised here outlines
the physical footprint of the Project. The EES also
details relevant design elements and an indicative
construction methodology. The project description,
together with VicRoads’ standard environment
protection measures for construction has formed the
basis for the risk and impact assessments included
as technical appendices to the EES.
The project description considers the two overall
project phases, referred to as the initial, and the
future upgrade. The initial construction of the Project
would be as a single carriageway highway with one
lane in each direction and include various types of
intersection treatments along the route length. The
existing local road network in a number of locations
would connect with the bypass with new or
alternative road and property connections being
provided where necessary whilst the current land
use continues. Where sections of new local access
roads are required, the standard of these roads
would be determined in consultation with the
Mitchell Shire Council.
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The Project would also set aside sufficient land for
the possible future construction of a second
carriageway to ultimately provide a four lane divided
highway. Accordingly, the proposed Planning
Scheme Amendments (PSAs) propose a Public
Acquisition Overlay, the extent of which is based on
the potential future four lane, divided highway
concept.
Figure 1
The EES has assessed the potential impacts resulting
from the potential future development scenario
which is considered to result in the worst case
impact on environmental and community resources.
However, as the timing of the future development is
uncertain, the impact of the initial development has
also been separately considered.
Kilmore-Wallan Bypass detailed investigation options
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Road Reserve Boundary
A construction area (footprint) has been defined for
the Project, which is the potential area of direct
impact for the initial highway construction and
potential future upgrade.
The construction area includes the following areas:
initial and future carriageways and medians
intersections, roundabouts and wide
median intersections
service and access roads
reduce earthworks in areas of steeper natural land
form. The narrow median configuration would
incorporate a wire rope safety barrier to meet
VicRoads safety standards. The wide medians would
be provided for minimum safe separation of
opposing traffic lanes (without the need for barriers)
and for aesthetics.
In a number of places, where areas supporting high
ecological values (eg Monument Hill Reserve) could
not be avoided and other conditions were suitable,
the following steps were taken to reduce the area of
disturbance and overall impacts:
clear zones extending a minimum of 9m either
side of the edge of the traffic lanes (except where
constraints are located)
restricting the overall footprint by maintaining the
design road level as close as possible to natural
surface level ie minimising cut and fill
construction buffers beyond the clear zone, which
have been included to accommodate the potential
need for widened batter slopes, provision of
drainage and relocated services.
consideration of alternative (smaller footprint)
roadside drainage systems eg kerb and channel
use of a narrow median which reduces the width
of the central median from 15m to 7m.
Design decisions for the options and refinements
that have influenced the construction footprint are
outlined in Chapter 5 of the EES.
The initial configuration, would involve the
acquisition of land for the entire road reservation,
and construction of a single carriageway with one
lane in each direction. Each traffic lane would be
3.5m wide and would have a 2.5m wide shoulder
(2.0m seal width) on the left side of each traffic
lane.
The potential future upgrade, would involve the
construction of an additional carriageway with two
3.5m lanes. Overall this would provide a divided four
lane highway configuration with two lanes in each
direction separated by a central median. Each
carriageway would have a 2.5m wide shoulder (2.0m
seal width) on the left and a 1.0 wide sealed right
shoulder.
The central median would typically be 15m wide
between shoulders with no central median barrier. In
certain areas, on both the Quinns Road and Dry
Creek options, a narrow median of 7m width would
be used to minimise vegetation impacts and to
Intersections and Access
Intersections and turning movements for both the
initial stage and future upgrade of the three bypass
options would be designed to cater for vehicles
legally able to use the new highway. For access to
local roads from the bypass, this would include
turning provisions for vehicles permitted to use
these roads.
For the bypass connections to arterial highways such
as the Northern Highway, Kilmore-Lancefield Road
and Broadford-Kilmore Road, this includes the
provision of a large diameter roundabout, which
would cater for large articulated freight vehicles. A
grade separated interchange would be provided at
the connection to the Hume Freeway.
All options would provide for safe property access to
the road network. Vehicular access from adjacent
land would be limited to widely spaced intersections,
generally at not less than 800m spacings. Direct
property access would be permitted in controlled
circumstances generally associated with rural
activity on relatively large lots.
Typical cross section showing provision for future upgrade
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Waterway Crossings
The Dry Creek option extends along and crosses Dry
Creek at several locations. The Western option
results in new crossings of Broadhurst Creek and
Kilmore Creek, while the Quinns Road option would
require a new crossing of Broadhurst Creek. Bridge
structures would be utilised for the creek crossings
for each of the options and the structures would be
designed to avoid the placement of piers within the
low flow creek channel where practical. Culvert
structures would also be utilised where required on
drainage lines and minor waterways.
For the major creek crossings of Dry Creek,
Broadhurst Creek and Kilmore Creek, the bridge
structures would be designed to provide a minimum
of 1m clearance between the 1 in 100 year flood
level and the bridge soffits or underside of the
bridge structures.
Railway Crossing
For the Dry Creek bridge crossing of the main
Melbourne-Sydney Rail line at Kilmore East, the
bridge would provide a 7.2m clearance to the rail
tracks to cater for future rail height clearance needs.
Other Key Design Elements
The Project has also been designed to cater for
bicycle, pedestrian and horse rider facilities as
appropriate in selected locations, including sealed
shoulders, and off road shared path
underpass/overpass structures.
Noise attenuation would be provided and comprise
one or a combination of low noise pavement, earth
mounding and noise barriers.
Upon completion of the construction works, the
construction site would be landscaped and revegetated, and any design elements installed, as
required.
Construction Staging and Working Hours
Once planning and environmental approvals are
obtained, the pre-construction phase would involve
land acquisition and detailed design and take around
six months to complete. Tendering the contract for
construction would take approximately six months.
Construction of the Project is expected to take up to
three years.
Construction work for the Project would be
undertaken during the standard construction work
hours as dictated in VicRoads specifications, which
include:
Monday to Friday: 7am or sunrise (whichever
is the later) and 6pm or sunset (whichever is
the earlier)
Saturday: 8am to 2pm.
Construction outside the standard hours (eg evening
and weekend work) may occur at certain stages or
to safely or more efficiently undertake certain tasks
during the Project.
Risk Assessment
A detailed environmental risk assessment of the
three proposed alignment options was completed to
characterise risks and identify appropriate
responses. Environmental management measures,
which are required of all VicRoads construction
projects, were assumed as a starting point.
Additional project specific management measures
were also identified to reduce risks in some cases.
All management measures identified as part of the
risk assessment have been included in the
Environmental Management Framework, presented
in the EES (EES Chapter 17). This Framework would
inform development of a project Construction
Environmental Management Plan (CEMP).
Impact Assessment
The following sections provide an overview of each
of the technical studies completed for the EES, the
predicted impacts and management responses
proposed.
Traffic and Transport
The EES considers the degree to which each of the
alignment options would achieve the primary
objective of the Project, being attraction of traffic,
particularly heavy vehicle movements, from the
Northern Highway in Kilmore and Wallan to the new
bypass route. Associated impacts were also
considered including; changes to the local and
arterial road network, changes to property access,
expected travel time savings and safety
improvements, provisions for non-vehicle road
users, and potential construction impacts on
transport infrastructure within the Study Area. The
analysis took into account recent traffic counts and
settlement patterns, as well as expected future
changes in traffic, population and development
conditions.
The Quinns Road option would result in the most
immediate and significant traffic reductions through
Kilmore and Wallan. This is the case considering
both total traffic volumes as well as only heavy
traffic (trucks and buses). There would be an
expected consequential improvement in amenity
within the town centres as well as opportunities for
increased commercial activities and urban renewal.
The Dry Creek option would result in comparatively
lower traffic reduction over the forecast period,
typically between 3-14% less than Quinns Road
option. While the differences are most pronounced in
Kilmore, the traffic reductions achieved in Wallan are
similar.
x
Truck traffic in Sydney Street, Kilmore
The Western option is predicted to be the least
effective by a substantial margin. In Kilmore in
2021, the Western option would result in little or no
traffic reduction as the existing Northern Highway
route would be more attractive than the longer
Western option. As traffic volumes grow over time
and road conditions change, travel times on the
existing Northern Highway route would increase,
gradually making the Western option more
attractive. However by that time in 2041, the
Western option is also predicted to result in a slight
increase in traffic volumes in Wallan and Bylands
(for all vehicle traffic and heavy vehicles and buses).
VicRoads has carefully considered the current road
and access arrangements and the changes that
would be required by the Project. All bypass options
would result in changes to arterial and local road
connections, either where they would intersect the
proposed bypass alignment and a new intersection is
therefore proposed, or where alternative access is to
be provided. Roads that would be severed by the
bypass and which would not have a new intersection
with the bypass would in most cases be realigned via
a service road before connecting to an adjacent
existing road.
Between 16 and 39 properties would have their
access altered as a result of the bypass and changes
to local roads. While the extent of the changes differ
based on their specific location, in most cases an
increase in travel distance would result for these
properties. Indicatively, increased travel distances of
only a few hundred metres up to 3.8 kilometres
would result. These landowners would therefore
experience slightly longer travel times than at
present.
To manage identified severance issues for
communities associated with the Monument Hill,
Sport and Equine Precincts, pedestrian
under/overpasses are proposed at key locations to
maintain continuity of access on both sides of the
bypass. In particular, the Kellys Lane
underpass/overpass would be purpose-built to
accommodate rider-mounted horses as well as
pedestrians and other users. It is considered that
these facilities would provide a suitable alternative
access for current users.
One of the key benefits of the Project is the
improved safety that would be achieved as a result
of constructing the bypass. By providing a purposebuilt highway to current day standards, including
significant upgrades at key arterial road
intersections which are also high accident/black spot
locations, an overall improvement to safety would be
achieved. Additionally, the reduction in traffic
achieved over the section of the Northern Highway
bypassed, including in the town centres, would result
in less congestion and conflict and is also expected
to result in fewer crashes. This would benefit
vehicular traffic as well as pedestrians and cyclists.
As a result of the removal of traffic and movement
conflicts from within the town centres, additional
road network efficiency would be achieved and be
observed in terms of travel time savings for road
users. The travel time savings would range from a 1
minute 30 second saving for the Quinns Road and
Dry Creek options to a 1 minutes 40 second increase
in travel time for the Western option. The annual
present day financial savings associated with the
bypass options would range from $8.2-11.2 million.
The majority of adverse transport impacts would be
expected to occur during the construction phase of
the Project. There would be a range of temporary
adverse transport impacts likely to be experienced
including disruption and inconvenience associated
with possible road closures and diversions and other
access changes. There would also be a range of
interruption to adjacent infrastructure including
temporary service disruptions on the Melbourne to
Sydney railway, and the Northern Highway and
Hume Freeways necessitated by some construction
activities. Construction of the Project would be
carefully staged and managed via ongoing
consultation and coordination with asset owners to
reduce the severity of these impacts and provide
ample advance notice so that changes can be
implemented. It is expected that being temporary,
limited to specific construction activities likely to be
of very short duration, and not unusual in terms of
other similar projects, these potential impacts could
be adequately managed.
Biodiversity and Habitat
The potential impacts of the Project to flora and
fauna would primarily arise from the removal of
remnant native vegetation resulting in the direct loss
of habitat supporting significant fauna and loss of
corridors that facilitate significant fauna movements.
Construction of the Project would result in the
following estimated vegetation losses, calculated in
accordance with the Victoria Native Vegetation
(calculated in accordance with Victoria Native
Vegetation Management – A Framework for Action
(NRE, 2002).
xi
Initial alignment:
Dry Creek – 6.9 ha including 5.6 ha of very high
conservation significance ecological vegetation
classes (EVCs)
Quinns Road – 15.8 ha including 9.5 ha of very
high conservation significance EVCs
Western – 9.8 ha including 4.5 ha of very high
conservation significance EVCs.
Future upgrade:
Dry Creek – 8.9 ha including 7.5 ha of very high
conservation significance EVCs
Quinns Road – 20.5 ha including 12.7 ha of very
high conservation significance EVCs
Western – 12.8 including 5.8 ha of very high
conservation significance EVCs.
The proportionately higher losses for Quinns Road
are due to the alignment traversing through
Monument Hill reserve.
A number of old trees in remnant patches and as
scattered trees, some containing hollows used by
fauna, would also be cleared as a result of the
Project. No National or State-listed flora species or
ecological communities were identified in the Study
Area.
The residual impact of the removal of vegetation for
any one of the alignment options, based on the
consequence guidelines developed for this EES,
would represent a minor overall impact on
biodiversity. Under the new Permitted clearing of
native vegetation, Biodiversity assessment
guidelines (DEPI, 2013) the clearing required for the
Project would trigger at least a moderate risk
assessment pathway for Quinns Road and Dry Creek
options, and a high risk assessment pathway for the
Western option.
One fauna species (Golden Sun Moth) listed under
the Commonwealth Environment Protection and
Biodiversity Conservation Act 1999 (EPBC Act) was
recorded within the Study Area. Identified habitat or
potential habitat for the Golden Sun Moth would be
removed for the Dry Creek and Western options.
However, due to the limited area of habitat (or
potential habitat) to be removed and following the
implementation of mitigation measures, only a minor
impact is expected.
Four fauna species listed under the Flora and Fauna
Guarantee Act 1988 (FFG Act) were recorded within
the Study Area (Brush-tailed Phascogale, Powerful
Owl, Barking Owl and Golden Sun Moth). There is
also potential habitat in Monument Hill Reserve for
an additional three species (Diamond Firetail,
Hooded Robin and Speckled Warbler). One ecological
community listed under the FFG Act (Victorian
Temperate Woodland Bird Community) was also
recorded within the Study Area.
Critically Endangered Golden Sun Moth
An additional seven regionally-significant fauna
species (Azure Kingfisher, Greater Glider, Blackeared Cuckoo, Hardhead, Nankeen Night Heron,
River Blackfish and Long-necked Turtle) may also be
present or utilise habitat within the Study Area
which is proposed to be removed for the Project. The
expected impact on all these species would be
minor.
The Project could result in an increase in the amount
and frequency of hostile habitats for native fauna
(including construction zones and the highway itself,
off/on ramps, bridges, roadside culverts, fire
protection measures, etc). Some of these elements
of the Project could act as barriers for the future
movement of fauna species and result in impacts to
fauna. However, the impacts are considered to be
minor and would be reduced by implementation of
mitigation measures.
The Project could also result in an increase in native
fauna species killed or injured by vehicles on the
highway, particularly where the carriageway passes
through heavily vegetated areas. Mitigation
measures include installation of warning signs for
potential fauna crossing zones to alert drivers to
hazards, potential for micro alignment changes at
known habitats, and installation of fauna sensitive
road design features.
Construction of waterway crossings at Dry,
Broadhurst and Kilmore Creeks may result in local
destabilisation of the waterway banks and channel
profile, degradation of river health values and
reduction of key aquatic and associated terrestrial
habitat. Construction of bridge structures may also
create a temporary barrier for the movement of
aquatic fauna. However, the impact of construction
on aquatic ecology is likely to be minor following the
implementation of mitigation measures.
Weeds and/or pathogens may be introduced or
spread throughout the Study Area via construction
vehicles and construction activities. This may result
in the displacement or invasion of native vegetation
xii
and/or fauna habitat within the Study Area. The
impact is likely to be minor following the
implementation of mitigation measures.
VicRoads would be required to obtain offsets for
impacts resulting from vegetation and habitat losses
in accordance with the EPBC Act Environmental
Offsets Policy (Department of the Environment,
2012) and the new Permitted clearing of native
vegetation, Biodiversity assessment guidelines
(DEPI, 2013). Calculations of the offset required
under the Biodiversity Assessment Guidelines have
been undertaken and are included in EES Technical
Appendix C. Further avoidance and minimisation of
impacts are expected to be possible through
measures applied at the design phase of the Project.
Together with the implementation of construction
mitigation measures, the residual consequence of all
alignment options has been reduced to acceptable
levels for a Project of this type.
Cultural Heritage
The EES has considered potential impacts on both
Aboriginal and Historic heritage.
Aboriginal cultural heritage
Of the 39 Aboriginal cultural heritage sites which are
located within the proposed road reserve of the
three bypass options, a total of ten (10) sites have
been identified and assessed as being potentially
directly affected by the construction and operation of
the proposed alignments (within the Activity Area):
Dry Creek Option would directly encounter seven
(7) registered Aboriginal cultural heritage places
Quinns Road Option would directly encounter
three (3) registered Aboriginal cultural heritage
places
Western Option would directly encounter three
(3) registered Aboriginal cultural heritage places.
A Cultural Heritage Management Plan (CHMP)
involving complex assessment (archaeological
subsurface testing) would be required for the
Project, and would be undertaken for the selected
Bypass option only. It would include contingency
measures that would be included in the
Environmental Management Plan to manage the
unexpected discovery of previously unrecorded
cultural heritage sites and features.
Historic heritage
There are three sites of local social and historical
significance within the Study Area. Depending on the
bypass option, a combination of two or all three of
these sites would be partially impacted. The sites are
known as the Carlsberg Farm Complex (impacted by
the Quinns Road and Dry Creek options), a House
and Garden at Wandong Road (impacted by the
Quinns Road and Western options) and the Buehne
Memorial (impacted by all options). None of the sites
are currently included in a Heritage Overlay under
the Mitchell Planning Scheme. The proposed
Planning Scheme Amendment (PSA) C56 would
apply a Heritage Overlay over each site. The overall
impact of each alignment option on the local and
social historical significance of these places would be
negligible. Where impacts are unavoidable, the
proposed PSA for this Project (EES Volume 3) would
seek exemption from permit approval requirements.
Further, the Hume and Hovell Monument (HO318),
which is part of the proposed PSA C56, would not be
impacted by the Project. The monument itself would
not be directly impacted by any of the alignment
options and the view from the monument to each of
the options is mostly screened by existing
vegetation. The Kilmore Outdoor Recreation Public
Heritage Precinct has been nominated for inclusion
on the Victorian Heritage Register. It is not
considered to have significance at a state level and
its inclusion on the Victorian Heritage Register is yet
to be determined by the Victorian Heritage Council.
There is a low to moderate likelihood that previously
unrecorded historic heritage places or sites may
have been preserved within the Study Area.
Contingency measures would be included in the
Environmental Management Plan to manage the
unexpected discovery of previously unrecorded
cultural heritage sites and features.
Silcrete flakes located during the surveys
There is also a possibility of impacts to an unknown
number of previously unregistered and unassessed
Aboriginal cultural heritage places of common,
occasional and rare occurrences. Dry Creek is
predicted to have significantly greater likelihood of
encountering Aboriginal cultural heritage places
(such as artefact scatters, burials, earth features,
isolated artefacts, scar trees and shell middens etc)
than the other options.
Buehne Memorial, north of Kilmore
xiii
Land Use and Regional Economy
The proposed bypass alignment options have been
designed to minimise impacts on existing land uses,
where possible. However, all three proposed bypass
alignment options would result in a varying degree
of land use related impacts to individual properties.
The assessment found that the two most significant
impacts on landholders would arise from acquisition
of land and land severance as a result of the
construction of the bypass.
The Quinns Road and Dry Creek options would
impact the greatest number of properties, as they
would pass through existing residential areas.
However, the Western option and the Dry Creek
option would result in the greatest amount of land
severance. The Western option would require the
greatest area of land acquisition compared to the
other two proposed bypass alignment options.
Compensation for land acquisition impacts would be
provided in accordance with the Land Acquisition &
Compensation Act 1986.
All of the proposed bypass alignment options would
result in the acquisition of productive agricultural
land, the Western option having the greatest impact,
with acquisition of 153ha. The Quinns Road option
would have the greatest impact on the Equine
Precinct and Monument Hill Reserve compared to the
other two alignment options.
Impacts of the proposed bypass alignment options
on the regional economy would be determined by
the cost of construction relative to travel-time
savings. The Western option would have the lowest
estimated cost of construction. The Quinns Road
option would have the greatest travel time savings.
Ultimately, the Quinns Road option would have the
greatest economic benefit, compared with the other
two alignment options, with the greatest travel-time
saving.
All of the proposed alignment options would result in
long term benefits for the regional economy.
Businesses and tourism in the area would continue
to grow as a result of the improved access to and
from Melbourne and other regional areas and
increased access to skills and materials. The local
economy may also be stimulated by the construction
of the Project through the use of local labour and
capital inputs. Additionally, all of the proposed
bypass alignment options would provide for the
expected increase in commuter traffic to Melbourne.
Overall, the Quinns Road option would be the best
performing alignment from a land use and regional
economy perspective. It would have the greatest
travel-time savings, the greatest economic benefit
and result in only the equal lowest land severance
compared to the other alignment options. The
Western option would also provide many benefits,
including the second highest travel-time saving, and
lowest construction cost but would impact the
greatest area of land within the Study Area, and
result in the highest number of lots severed. The Dry
Creek option would be the least suitable from a land
use and economic perspective due to poor traveltime savings relative to construction cost.
Noise and Vibration
In accordance with the VicRoads Traffic Noise
Reduction Policy, noise mitigation measures
proposed for the Project include one or a
combination of low noise asphalt, earth mounding,
noise barriers, and in places, a combination of
measures. Following application of these design
mitigation measures there will be increased noise
levels along all proposed bypass alignment options
at all of the identified representative receptors,
compared to noise levels if the project did not
proceed. The traffic noise modelling indicated that
following the introduction of proposed noise
mitigation measures, the Dry Creek option would
result in a perceptible change in noise level at the
least number of sensitive receptors (34 of 80
identified), while the Quinns Road and Western
options would each result in impacts at a greater
number of sensitive receptors: 74 (of 106) and 55
(of 100) receptors respectively. However,
compliance the Traffic Noise Reduction Policy project
objective noise levels would be achieved at all
identified residential dwellings.
The Traffic Noise Reduction Policy does not apply to
recreational facilities or larger areas of passive use.
However the Kilmore racecourse and the Kilmore
golf course are in close proximity to residential
properties where noise mitigation measures are
proposed. A portion of the increase in noise levels at
the racecourse and the north eastern corner of the
Kilmore Golf Course would be mitigated by these
noise mitigation measures so that a noise reduction
benefit would result.
The Project also has the potential to create
temporary adverse noise effects at some sensitive
receptors during construction. Construction noise
level predictions based on indicative plant items and
typical construction activities indicate there is
potential for construction noise to cause a nuisance
at the nearest residences, although a combination of
controls including restrictions on working hours and
incorporation of standard mitigation measures within
VicRoads' construction contracts would ensure these
levels are reduced as far as practicable.
If required, blasting may also be undertaken in
certain locations along the alignment and would be
conducted by authorised and trained personnel to
reduce potential for impacts from excessive noise
levels and ground vibration. Compliance with
relevant legislative provisions and Australian
Standards would also be required. Blasting
performance and the response of ground conditions
would be trialled to inform the potential for impacts
and monitoring of blast effects undertaken to
maintain a record of compliance.
xiv
Landscape and Visual
The Dry Creek option would be located within
typically undulating rural land, requiring extensive
earthworks and a number of substantial bridge
structures. By comparison, the Quinns Road and
Western options would primarily traverse areas of
flat rural land. However, the Quinns Road option
would pass through the sensitive woodland area of
Monument Hill Reserve, whereas the Western option
would predominantly pass through open rural land.
For all options, the Project would include the
planting of screening trees and vegetated batters
which would reduce some of the adverse visual
impacts of the Project. Additional measures such as
feathering the edges of batters, increasing the grade
on batters where feasible, and installing retaining
walls to eliminate the need for cut/fill batters have
been included in the preliminary design of each of
the proposed bypass options to reduce residual
impacts. Overall, the Western and the Dry Creek
options would have the least impact from a
landscape and visual perspective, both with an
overall rating of moderately poor assuming the
implementation of project-specific mitigation
measures. The Quinns Road alignment option would
have an overall rating of poor.
Social
Rural landscape, north west of Kilmore
A range of elements of particular importance were
considered with Monument Hill Reserve considered
to be the most sensitive to change and have the
lowest ability to absorb change. The visual receptors
likely to be impacted by the Project are typically
associated with residential properties, public
gathering areas and key transport nodes. Of these,
the more sensitive receptors are those associated
with clusters of residential properties, from where
views are potentially experienced often, for typically
long durations, and by receptors with a strong
connection and familiarity with the surrounding
visual character.
Given that the Quinns Road option extends through
a section of Monument Hill Reserve, extensive
vegetation removal would be required which would
result in a gap in the existing canopy. This would
have a visual impact on Monument Hill Reserve and
change the landscape character of the Reserve from
both within Monument Hill itself and from other
areas within the Study Area.
The Dry Creek option would be located within
typically undulating land, and would require
extensive earthworks having an impact on hilltops
and ridgelines. Additionally, the Dry Creek option
has a number of bridge structures which would be
inconsistent with the existing landscape and visual
character and would result in visual impacts to
residential areas to the east of Kilmore.
The Western option would traverse relatively flat
land and would not require any large bridge
structures, with bridge works limited to the
Broadhurst Creek and Kilmore Creek crossings.
Visual impacts would generally be limited to the
removal of roadside vegetation, and the imposition
of a four lane, dual carriageway road within the
broader rural landscape.
The EES identified that the local community values
the friendly close-knit community, the built heritage
and scenic rural setting of the towns, Monument Hill
Reserve and access to key community facilities and
services. There was general consensus amongst the
community that a bypass of Kilmore would be in the
best interests of the town and regional road users,
and would help reduce traffic in the town centre.
However, there were substantially different views on
which of the proposed bypass options would be the
most attractive to road users and result in the most
benefit for the community. Most community
members indicated they would be tolerant of shortterm amenity impacts from construction but
concerns were raised about displacement and
severance of properties and potential operational
amenity impacts, including an increase in noise
levels and detrimental impacts on visual amenity.
The reduction of traffic in the main streets would
result in an improved amenity within the townships
and improved ability for local road users, including
pedestrians and cyclists, to move about Kilmore and
Wallan. Access would be enhanced by all alignment
options through improved access and travel times to
the broader arterial network.
Access to community facilities in the east of Kilmore,
and access for Emergency Services would be
enhanced by the Quinns Road and Dry Creek
options, by providing a more direct arterial link to
the Hume Freeway and Northern Highway. The
Quinns Road option would change access to the
Monument Hill Reserve, which is an important
consideration for the community. Whilst vehicle
access would be maintained, pedestrian access
would be made less convenient. Both Quinns Road
option and Dry Creek option connectivity and access
to the racecourse from the Equine Precinct would be
changed, although connectivity would be
maintained.
xv
All alignment options would affect private properties
through acquisition and dislocation. Quinns Road
option would require acquisition of land from the
largest number of residential properties. The
Western option would affect the smallest number of
residential properties. Property owners would be
compensated for the acquisition of land in
accordance with the provisions of the Land
Acquisition and Compensation Act 1986. Where
residents feel compelled to move out of the area as
a result of land acquisition or a change to their
amenity, this may cause disruption to some social
networks within Kilmore. When compared to other
road projects of similar scale, for all alignment
options the number of dwellings directly impacted
would be relatively small, and is a small proportion
of the total number of households in Kilmore (15
dwellings for Quinns Road option, 11 for Dry Creek
option and 7 for the Western option).
and Kilmore Golf Course. Changes to the amenity of
these areas may reduce their attractiveness for
current and potential future users.
Catchment Values
The three proposed alignment options cross
designated waterways of various sizes and
complexities a total of 36 times with some crossings
common to more than one alignment. The Dry Creek
option would have the greatest impacts on
catchment values due to it closely following Dry
Creek and requiring a greater number of waterway
crossings. All the waterways potentially impacted by
the Project are ephemeral and generally only flow
after a storm event. All works on designated
waterways would be undertaken in accordance with
the requirements of the Water Act 1989.
A number of affected farming properties support
commercial enterprises. Severance of land used for
commercial production or acquisition of a significant
amount of land could potentially compromise the
viability of businesses and the livelihood of those
local residents who depend on them. Any potential
loss of business due to acquisition would be
considered in accordance with the provisions of the
Land Acquisition and Compensation Act 1986.
The proposed concept designs include bridge
structures as well as culverts. Where feasible,
bridges have been proposed to reduce the impact on
waterway health by maintaining continuous
waterway habitat and preventing disruption to fauna
movement. In all cases, apart from the rail crossing
on Dry Creek (Dry Creek option), the bridge piers
are located outside of the defined waterway which
would assist in minimising the impact to waterway
health during construction and operation of the
bypass.
Housing in the east of Kilmore
Floodway, south-east of Kilmore
Whilst noise mitigation is proposed so that no
residential properties would experience operational
noise levels in excess of the Traffic Noise Reduction
Policy project objective noise levels, the acoustic
impact of the Project from a social perspective is
subjective, and dependent on the perceived impacts
by individual residents. Changes in noise levels are
expected to be perceived as unreasonable by many
residents, particularly those living in the Rural Living
Zone (RLZ), who moved to the area specifically for
attributes such as the acoustic amenity. Notable
noise increases are projected for open space areas
such as Monument Hill Reserve, the Kilmore Golf
Course, the Equine Precinct and the Kilmore
Racecourse, with the Quinns Road option having the
greatest impact on these assets. The Quinns Road
option would also result in a change to the landscape
and visual amenity of the Monument Hill Reserve
All the proposed bridge crossings of Dry Creek (Dry
Creek option), as well as the two crossings proposed
over Kilmore Creek as part of the Western option,
are likely to have some impact on water surface
levels however the increase would be contained
within the existing waterway and would not extend
far upstream of each structure. The structures have
been designed to ensure that any increase in water
surface levels meets the CMA's design criteria and at
most locations, the bridges included as part of the
preliminary design exceed the minimum
requirements. The new bridge proposed over
Broadhurst Creek for the Western and Quinns Road
options would have no impact on water surface
levels as the piers and abutments would be clear of
the existing flood extent.
xvi
Changes to surface water quality as a result of the
construction and operation of the Project would be
minor to insignificant and pollutants could be
reduced further by implementing water sensitive
urban design measures into the road design. The
steep terrain for Dry Creek option would make
managing stormwater runoff during construction
more difficult than other options.
Where the Project is likely to intersect local
groundwater, road side drainage and soak away pits
would be utilised to capture groundwater base flows
in the swales and allow the groundwater to re-enter
waterways, or the aquifer as appropriate. Where
groundwater enters excavated areas during
construction, sumps may be required to capture
groundwater to keep the working area dry. In some
cases this may reduce bore extraction rates in close
proximity to the alignment.
Air Quality
The project may result in dust and dust-generating
activities during construction such as windblown dust
from exposed surfaces, mechanically-generated dust
or vehicular dust from traffic movements on
unpaved roads. Potential construction phase
emissions such as dust would be reduced through
the implementation of best practice mitigation
principles contained within the State Environment
Protection Policy (Air Quality Management) (SEPP
(AQM)) and mitigation measures which have been
successfully employed on other VicRoads
construction projects.
The Project may also result in gaseous emissions
associated with the combustion of diesel fuel and
petrol from the movement of vehicles and operation
of on-site plant and construction machinery.
However the results of the air quality modelling
indicate that gaseous air emissions would be
substantially less than the regulatory criteria.
Odour
During stakeholder consultation for the EES,
concerns were raised by Goulburn Valley Water
regarding the potential impact of the Western option
on the existing Kilmore Wastewater Management
Facility (WMF). The Western option would be located
immediately south east of the WMF lagoons and
inlets works and would require the acquisition of 2ha
of land which would reduce the intervening land
between the facility and the roadway. The EPA
license (CL61919) for the WMF includes a
requirement that offensive odours should not be
emitted beyond the site boundary. The Western
option may impact on GVW’s ability to comply with
its EPA licence.
Excavation and disposal of waste from the Kilmore
landfill during construction of the Dry Creek option
would potentially result in a variety of environmental
issues requiring management, including odour.
Consideration of the use of odoricides/odour curtains
would be required as well as construction
approaches which may reduce the generation of
odours. These would be included in a comprehensive
site management plan to be developed prior to
construction and in combination with more detailed
investigations during the detailed design phase of
the Project.
Contamination and Waste
The possibility of encountering localised soil
contamination from sources such as historical
landuses, contaminated fill areas or other unknown
sources is uncertain for all bypass options, but
consistent with other major infrastructure projects. A
contingency approach to management of potential
environmental and safety issues would be
undertaken during construction.
A portion of the former Kilmore landfill on Wallders
Road would need to be removed for the construction
of the Dry Creek option. Further investigations are
being undertaken to define the area of impact, the
volume of waste which would need to be removed,
the management approach to the residual landfill
portion and the long-term benefits which would
result if the entire landfill was removed. These
ongoing investigations involve consultation with key
stakeholders including Mitchell Shire Council and
EPA. During construction, effective management of
typical environmental and safety concerns
associated with landfills would be required, including
management of dust, odour, litter, leachate and
groundwater, landfill gas and occupational health
and safety.
Soils and Geology
From a geotechnical and soils perspective, there
appears to be no major impediments to the
construction and long term maintenance of the
Project. All options include major cuts and fills and
would require major structures. Although the
Western and Quinns Road options have minor creek
crossing(s), it is expected that these two options
would have fewer construction constraints than the
Dry Creek option with regards to soils and geology.
Materials within deep cut in the Kilmore Siltstone
geological unit will generally be breakable with large
machinery. However blasting may also be required
where slightly weathered or fresh rock is
encountered in the basaltic terrain.
Equine and Monument Hill and Sporting
Precincts
The detailed planning investigations and community
consultation undertaken as part of the EES have
identified two broad precincts of particular
community sensitivity in Kilmore that would be
affected by the Project. These are the Kilmore
Equine Lifestyle Precinct (referred to as the 'Equine
Precinct') and the Monument Hill and Sporting
Precinct. The Western option would not affect either
precinct. The Quinns Road option would impact on
both the Monument Hill and Sporting Precinct and
the Equine Precinct, whilst the Dry Creek option
would impact on the Equine Precinct only.
xvii
management measures as described in the EMF and
any other requirements identified through the
Minister’s Assessment and conditions of subsequent
approvals. These documents would inform the
detailed design and construction of the Project,
including development of the Contractor(s)
Construction Environmental Management Plan
(CEMP).
View from Monument Hill towards Kilmore
Racecourse
The Quinns Road and Dry Creek bypass options
would affect access and movement patterns between
areas either side of the bypass within the identified
Equine and Monument Hill and Sporting Precincts.
The design of the Project has incorporated measures
to maintain access to these areas and cater for the
different types of movements eg horses, cyclists,
pedestrians and vehicles which currently exist.
These measures have included feedback from
stakeholders and the community, particularly the
emergency services agencies.
The impact assessment has concluded the design
measures incorporated into the Quinns Road and Dry
Creek options are sufficient to maintain access
across the bypass with increases in travel distances
for some users. Following the implementation of
either bypass option, access to the Kilmore
Racecourse and JJ Clancy Reserve would be more
direct than the existing situation which would benefit
users of these facilities and improve traffic flow in
the town centre.
Fog
During community consultation undertaken prior to
and during the EES process, the potential issue of
fog, and the impact that this would have on the
safety of drivers using the Bypass was raised as a
concern. Design measures would be implemented to
address driver safety during fog events, at Kellys
Lane intersection and at roundabouts. VicRoads
would monitor for fog at other locations following
construction of the bypass and address the issue
through implementation of additional design
measures where warranted.
Environmental Management
The EES includes an Environmental Management
Framework (EMF) incorporating all measures
recommended to avoid, minimise and manage
impacts that have been identified through the EES
process. Whilst some of these measures are not
strictly ‘environmental’, for completeness they are
all included in the EMF.
VicRoads would develop a Project Environment
Protection Strategy and contract specification(s)
which would incorporate all environmental
VicRoads would implement those measures that
relate to land acquisition and compensation, and
offsets for removal of native vegetation and would
be ultimately responsible for the implementation of
the EMF.
Construction activities would be undertaken
consistent with the CEMP(s) which would incorporate
all measures as described in Chapter 17
(Environmental Management Framework) of this
EES, and any other measures identified in the
conditions of subsequent statutory approvals for the
Project.
Comparison of Options
All three options, to varying degrees, would meet
the project objectives and deliver the desired
benefits of transport efficiency and improve road
safety and access.
The Quinns Road option is the best performing
option in terms of attracting the most traffic from
the Kilmore and Wallan town centres in the short,
medium and longer terms. The option would provide
significant travel time savings and would provide the
flattest grades throughout its length, which would
facilitate efficient truck movements. The reduced
traffic in the main streets would result in the
greatest social amenity benefit to local shop owners
and businesses within the town centres of Kilmore
and Wallan. The option would have low construction
costs and the greatest economic benefits of the
three options. However the Quinns Road option is
considered to perform worse than either the Dry
Creek or Western options with regards to number of
properties impacted and impacts on Monument Hill
Reserve, Sporting Precinct and Equine Precinct. The
option would require acquisition of land from a
number of properties including a direct impact on
fifteen dwellings, and acquisition of land from within,
and severance of, part of the Monument Hill
Reserve. In addition, the option would require the
highest removal of native vegetation and habitat of
State significance.
The Western option would have low construction
costs, and would marginally reduce traffic within
Kilmore in the longer term. However, in the short
term, the Western option performs poorly in
attracting traffic, achieving only a modest reduction
in vehicle volumes and only in the longer term. It is
also the longest option, and would require the
greatest area of land acquisition including direct
impact on seven dwellings and severance of a
number of agricultural properties. The option is also
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furthest from the town centres, thereby having the
least local access benefits. The option would also
require the least removal of native vegetation of
State significance and habitat for Commonwealth
critically endangered species.
The Dry Creek option would result in reduced traffic
in both towns, though the reductions would be lower
than for Quinns Road option. This option would also
result in significant travel time savings. The Dry
Creek option performs better than either Quinns
Road or Western options with regards to noise
impacts, resulting in an increase in noise levels at
the least number of dwellings. However in
comparison to the other options, it would result in
acquisition of the least amount of land, with a direct
impact on eleven dwellings. It would have the
highest construction costs due to hilly terrain and
the extent of earthworks and bridges required. This
would also have a significant visual impact. The Dry
Creek option would result in the second highest
removal of native vegetation including vegetation of
State significance and habitat for Commonwealth
critically endangered species.
The option which best balances the transport
benefits against environmental, economic and social
outcomes is a subjective choice and the outcome
would vary depending upon the relative importance
individuals or groups of individuals place upon each
issue. Based on an analysis of potential impacts,
VicRoads has been unable to select one of the
options as preferred. Each of the options have a
range of benefits and impacts (refer Chapter 18,
Comparison of Options and Conclusion), and all
three options remain under consideration through
the EES process. VicRoads understands that as a
result of the EES process, any of the three options
could be recommended for approval and therefore
submissions will need to be sought for all three
options.
Conclusion of the EES
The EES for the Project has included an integrated
assessment of alignment options for the Project,
considering a range of environmental, social and
economic criteria. The proposed alignment options
were selected to achieve a balance between meeting
project objectives and minimising negative impacts.
The Project is anticipated to deliver significant
improvements to transport efficiency, and road
safety and access, which would have a range of
social and economic benefits.
The EES documents the predicted risks and impacts
of the Project and recommends mitigation measures
which would reduce residual impacts to an
acceptable level. The residual impacts of the Project
are mostly of low significance.
The main construction impacts of this Project would
be removal of native vegetation, visual, noise and
vibration impacts to sensitive receptors, changed
access routes and land severance and acquisition.
Construction impacts identified would be temporary
and would be typical of this type of project. They
would be managed to minimise effects on the
environment, landowners and the local community in
accordance with the EMF. VicRoads would
compensate affected landholders in accordance with
the Land Acquisition and Compensation Act 1986.
Native vegetation losses would be offset by
protecting and managing area of native vegetation
and vegetation communities in accordance with
current Commonwealth and State policies.
Impacts during the operation phase would be
generally limited to changed visual conditions,
changes to some property and road accesses and
traffic noise impacts. Most of these impacts would
reduce over time; for example, for visual impacts, as
additional vegetation is established in the road
reserve. Other changes would also be more
noticeable initially as a result of the changes made
during and immediately following construction, but
less so over time.
The Kilmore-Wallan Bypass (the Project) is proposed
to improve amenity, attractiveness and safety of
commercial precincts in the Kilmore and Wallan
townships, improve efficiency of the arterial and
local road network and facilitate local employment
opportunities. The Project would deliver a range of
potential benefits, particularly in terms of road
safety and improvements to future transport
efficiency. The removal of traffic from the main
streets of Kilmore, and to a lesser extent Wallan,
would result in improved amenity and facilitate
opportunities for urban renewal and revitalisation.
With careful management of impacts to the
environment and communities, the Project options
would deliver a range of benefits to the community.
All options are considered to result in a net
community benefit, primarily resulting from the
transport and economic benefits, however there is a
distinct difference in the performance and timeliness
of the benefits delivered by each of the three
options. The option which best balances the
transport benefits against environmental, economic
and social outcomes is a subjective choice and the
outcome would vary depending upon the relative
importance individuals or groups of individuals place
upon each issue.
On balance, the Quinns Road option is the best
performing option (short and long term) in reducing
traffic in Kilmore and Wallan – recognising that it
has comparatively higher amenity and land
acquisition impacts, and higher environmental
impacts within the Monument Hill Reserve. Dry
Creek is the next best performing option for traffic
with balanced social impacts, but would have
xix
significant environmental impacts, and the highest
cost of construction. The Western option performs
well with regards to reduced levels of amenity
impacts on residential properties, but would not
realise traffic benefits until the longer term
development to the west side of Kilmore occurs, and
even then, only a marginal reduction would be
achieved.
EES Exhibition
The EES is exhibited together with the draft planning
scheme amendments (for the Mitchell Planning
Schemes). The intention is to request a Ministerial
amendment to the Planning Scheme (under Section
20(4) of the Planning and Environment Act 1987)
and therefore there may be no further opportunity
for public comment on these amendments beyond
the current exhibition period.
The EES and draft planning scheme amendments
have been placed on exhibition for public comment
from 10 June 2014 until 21 July 2014 and may be
examined during normal business hours at the
following locations:
How to Lodge a Submission
Interested persons and organisations wishing to
make a formal submission on the EES or comment
on the draft planning scheme amendments are
invited to make written submissions by 5.00pm 21
July 2014. Submissions will be treated as public
documents.
Submissions can be made online at:
www.dtpli.vic.gov.au/kilmore-wallan-bypass
You must complete the online submission
coversheet. Parties wishing to post in a written
submission will need to contact Ms Greta Grivas at
Planning Panels Victoria on 03 8392 6393 to obtain a
hard copy of the submission coversheet.
Inquiry Hearing Process
An Inquiry Panel will be appointed by the Minister for
Planning under the Environment Effects Act 1978 to
consider the exhibited documents and public
submissions. The Inquiry Panel may also be
appointed as an Advisory Committee under the
Planning and Environment Act 1987.
VicRoads Northern Region Office, 53-61 Lansell
Street, Bendigo
The Inquiry Panel will hold a Directions Hearing at
which anyone who has made a written submission
may request to be heard at the subsequent hearing.
Mitchell Shire Office and Library, 113 High
Street, Broadford
Requests to be heard by the Inquiry Panel must be
received prior to or at the Directions Hearing.
Kilmore Library, 12 Sydney Street, Kilmore
Information on the Inquiry Panel process and
timetable for the hearings will be published on the
Internet as it becomes available –
http://www.dpcd.vic.gov.au/planning/panelsandcom
mittees/current
Mitchell Shire Office and Library, Wellington
Square, Wallan
State Library, Swanston Street, Melbourne
Department of the Environment, Canberra, by
arrangement: please contact the Department at
email: [email protected].
Obtaining and Purchasing Copies of the
EES
The EES, draft planning scheme amendments and
supporting documents can be viewed and
downloaded from the VicRoads Kilmore-Wallan
Bypass Project website
(www.vicroads.vic.gov.au/kilmorewallan). Note: If
you experience any problems downloading any of
the exhibited documents or require assistance
accessing them please contact VicRoads on the
phone number or email below.
Free copies of both the EES Summary Brochure and
a DVD of the complete EES Main Report and
Technical Reports are available from VicRoads –
email [email protected] or call
03 5434 5024.
To purchase hard copies of the EES Main Report and
Technical Reports contact VicRoads by email
[email protected] or call 03 5434 5024.
Hard copies of the EES Main Report can be
purchased for $75. Hard copies of Technical Reports
can be purchased for $75.
Following the public hearing, the Inquiry Panel will
provide a report to the Minister for Planning,
including recommendations on the proposal and its
impacts. The Minister for Planning will then issue a
formal Assessment of the proposal to the relevant
decision-makers to inform their final decisions on
applications for approval.
Questions
Questions relating to the Kilmore-Wallan Bypass
Project should be directed to Len Hall at VicRoads –
Phone: 03 5434 5156.
Questions relating to the EES should be directed at
the Department of Transport, Planning and Local
Infrastructure, Environment Assessment Unit –
Phone: 03 9223 5315.
Questions relating to the public Inquiry process
should be directed to Greta Grivas at Planning
Panels Victoria on: 03 8392 6393.