Question

The Queensland Government proposes to develop a high-speed train to link Gold Coast and Brisbane. The Government would like the train to travel at speeds in the range of 150-225 km/hour. It is expected that the train will run from Coolangatta to South Bank stopping at Robina, Nerang, Helensvale, and Coomera before running express to South Bank. The Government would like the elapsed time for travel between the Coomera and South Bank station to be approximately 30 minutes.

Your company has been chosen as the consultant to prepare an EIA report on the proposed fast-train network. Develop a preliminary EIA report for this project such as identify requirement and extent of EIA, Significant issues, Impact and mitigation plan for each significant issues

Answer 1

1. PROJECT BACKGROUND
The Queensland Government proposes to develop a high-speed train to link Gold Coast and Brisbane. The Government would like the train to travel at speeds in the range of 150-225 km/hour. It is expected that the train will run from Coolangatta to South Bank stopping at Robina, Nerang, Helensvale, and Coomera before running express to South Bank. The Government would like the elapsed time for travel between the Coomera and South Bank station to be approximately 30 minutes.

2. PROJECT ALIGNMENT
The train will run from Coolangatta to South Bank stopping at Robina, Nerang, Helensvale, and Coomera before running express to South Bank.

3. PROJECT INFLUENCE AREA

The towns of Robina, Nerang, Helensvale, and Coomera alongwith Brisbane and Gold Coast will be influenced by this project.

4. ENVIRONMENTAL IMPACT ASSESSMENT (EIA) STUDY IN THE PROJECT
The Environmental Impact Assessment study of the project has been carried out as per terms of reference of Queensland Government. The study methodology for the EIA employs a simplistic approach in which the important environmental receptors were identified during the Environmental Screening phase. Based on the identification baseline data was generated and then analysed to predict the impacts and quantify them. Avoidance, Mitigation and Enhancements measures were then developed and these have been incorporated in the Environmental Management Plan (EMP), design drawings and / or Bills of Quantities as appropriate. Implementation arrangements including responsibilities of all the actors have been streamlined and documented for future guidance.

5. SIGNIFICANT ISSUES

5.11 POTENTIAL ENVIRONMENTAL IMPACTS
The environmental components are mainly impacted during the construction and operational stages of the project and have to be mitigated for and incorporated in the engineering design. Environmental mitigation measures represent the project’s endeavour to reduce its environmental footprint to the minimum possible. These are conscious efforts from the project to reduce undesirable environmental impacts of the proposed activities and offset these to the degree practicable. Enhancement measures are project’s efforts to gain acceptability in its area of influence. They reflect the pro-active approach of the project towards environmental management.
5.1.1 Impacts on Climate
Impact on the climate conditions from the proposed road fast train network will not be significant as no major deforestation and / or removal of vegetation is involved for the project.
5.1.2 Impact on Air Quality
There will be rise in PM10 & PM2.5 levels during the construction activities, which shall again be within prescribed limit after the construction activities are over.
5.1.3 Impact on Noise Levels
The impact of noise levels from the proposed project on the neighbouring communities is addressed. It has been concluded that both day and night times equivalent noise levels are within the permissible limits right from start of project life. Noise sensitive receptors have been identified along the project alignment.
5.1.4 Impact on Water Resources and Quality
The construction and operation of the proposed project will not have any major impacts on the surface water and the ground water quality in the area. Contamination to water bodies may result due to spilling of construction materials, oil, grease, fuel and paint in the equipment yards and asphalt plants. This will be more prominent in case of locations where the project alignment crosses rivers, canals distributaries, etc. Mitigation measures have been planned to avoid contamination of these water bodies.
5.1.5 Impact on Ecological Resources
There is no major loss of vegetation hence adverse impact in terms of availability of nesting sites for the bird doesn’t arise. Furthermore, there is no sensitive ecological area along the project alignment, so the impact will be insignificant during construction period. But on the long run the project shall have a positive impact due to the compensatory forestation and avenue plantation.
5.1.6 Impact on Land
During the construction of the proposed project, the topography will change due to excavation of borrow areas, stone quarrying, cuts and fills for project road and construction of project related structures etc. Provision of construction yard for material handling will also alter the existing topography. The change in topography will also be due to the probable induced developments of the project. Benefits in the form of land levelling and tree plantations in the vicinity of the project alignment shall enhance the local aesthetics.
5.1.7 Impact on Human Use Values
The PAPs shall be compensated as per the RAP. There shall also be some impacts on cultural or religious properties along the corridor.

6 MITIGATION MEASURES PROPOSED
The mitigation / avoidance / enhancement measures for the various environmental components for the different project packages are described below. The measures are described in the same order as detailed out in the Assessment of Impacts.

6.1 Meteorological Parameters
Avoidance measures, such as the minimising of the number of trees to be cut etc, have been worked out as part of the design finalisation. However, there will be a significant tree felling due to the project. Though no major change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project, the microclimate is likely to be temporarily modified by vegetation removal, loss of roadside plantations and the addition of increased pavement surface. Compensatory afforestation, planting along the alignment and landscaping proposed shall help in restoring the green cover along the corridor along with the microclimate conditions that exist before the removal of trees, within 2-3 years.

6.2 Land
Land Acquisition, soil erosion and contamination of soil have emerged as major sources of land impact especially in urban areas and nearby watercourses. Due to the proposed fast train network aimed at enhancing the efficiency of transport system, which will result in economic growth in the region over time.

6.2.1 Change in Geology - No blasting is envisaged. Quarry Development Plan need to be enforced.

6.2.2 Change in Seismology - Cross drainage structures are checked and complied with the seismological settings of the region (Zone).

6.2.3 Generation of Debris - Disposed properly to avoid contamination.

6.2.4 Soil Erosion - Embankment protection through:
a) Stone pitching
b) Turfing

Residual spoil need to be disposed properly. Silt Fencing need to be provided. Quarries need to be reclaimed

Incorporating appropriate type of treatments of slopes has reduced the potential for erosion of high embankments and bridge fills. The soil is assumed to have an angle of repose corresponding to 1V: 2H. Slope protection is normally required only for slopes steeper than this.

6.3 Soil Quality Monitoring – Mitigation
The quality of the soil shall be monitored to find out the effectiveness of the mitigation measures and further improvement in designs if required. The monitoring plan shall be functional in construction as well as in operation stages.

6.4 Air Quality – Mitigation

Dust Control
All precautions to reduce the level of dust emissions from the hot mix plants, crushers and batching plants and other transportation of materials will be taken up including:
a) Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered to reduce spills on existing roads
b) Water will be sprayed on earthworks, temporary haulage and detour roads on a regular basis. During and after compaction of the sub-grade, water will be sprayed at regular intervals to prevent dust generation.

Emission Control
To ensure the control of exhaust emissions from the various construction activities, the contractor and the concessionaire shall take up the following mitigation measures:
a) The asphalt plants and the batching plants will be sited at least 1 km in the downwind direction from the nearest human settlement.

b) An adequate cyclone / scrubber to control emissions from the stack of hot mix plants will need to be provided in the event of the emissions exceeding the pollution norms. Other potential measures include plantation around periphery of the hot-mix plants.
c) To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall be carried out at least once a month during the period the plant is in operation.
d) All vehicles, equipment and machinery used for construction will be regularly maintained to ensure that the pollution emission levels conform to the pollution norms. A vehicle maintenance schedule prepared by the contractor and the concessionaire and approved by the Engineer shall be adhered to.

6.5 Water – Mitigation

Loss of Water Resources
Loss of water resources includes removal of private and community water resources like hand pumps, water taps, OHTs, ponds, well etc. The losses have been covered under the utility relocation process. Compensatory water supply sources will be set up before the start of construction with location of the new point as close to the original as possible.

Drainage and Hydrological flow
Various streams and irrigation canals at different locations have intersected the project corridor. To facilitate the cross-drainage at these water crossings, 140 cross-drainage structures including minor bridges, slab, box and pipe culverts are proposed. The existing minor bridge has been retained with widening on LHS. The proposed span arrangement and other particulars of the structures are provided in the Design Report of the Draft DPR.
Mitigation measures will include contractual obligations for relocation of sources of water supply at locations desired by the host community, provision of balancing culverts of adequate capacity where the level of the formation is being raised, and provision for adequately sized drains to prevent flooding etc. All these measures form a part of the good engineering practice and should be part of the design drawings themselves.
a) To ensure efficient flow of surface water and to prevent water logging along the side of the roads, adequate size and number of cross-drainage structures have been provided.
b) Detailed drainage surveys and hydrological investigations have been carried out and suitable design of bridges and culverts proposed.
c) Provision of lined drains at settlement areas and unlined drains at other areas.

Protecting Water Quality
To prevent any degradation of water quality of the various surface and ground water resources due to the proposed project, the contractor and the concessionaire shall work out the following mitigative measures during the construction period:

a) Provision of necessary mitigation measures at the various locations proposed in the design to prevent contamination and degradation of water quality.
b) Construction work close to the streams or water bodies must be avoided during monsoon.
c) The discharge standards promulgated under the Environmental Protection Act, 1986 will be strictly adhered to.
d) Impact on the river / nallah system can be minimised if the bridge construction is taken up during the lean flow season and construction work close to the water bodies avoided during monsoon.
e) The fuel storage and vehicle cleaning area shall be stationed at least 500m away from the nearest drain / water body
f) The slope of the embankments leading to water bodies shall be modified and re-channelled to prevent entry of contaminants into the water body.

6.6 Noise - Mitigation
The contribution of project design towards mitigation of increased noise levels would be the improved riding surface and geometry, which will reduce vehicular noise generation, at least during the initial years after construction. The mitigation measures for noise are essentially aimed at protecting the receptor.
Noise and vibration during construction is a significant impact especially around settlements and inhabited areas. During the construction stage, the most vulnerable population is the construction crew which is subjected to very high noise levels, albeit intermittently. Provision of Personal Protective Equipment (PPE) for the crew will be made a part of conditions of contract. Specifying construction timings will prevent disturbance to the local populations.