oakajee narngulu infrastructure corridor

Oakajee Narngulu Infrastructure Corridor Draft Alignment Definition Report

February 2014

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Oakajee Narngulu Infrastructure CorridorDraft Alignment Definition Report

Disclaimer

This document has been published by the Department of Planning. Any representation, statement, opinion or advice expressed or implied in this publication is made in good faith and on the basis that the government, its employees and agents are not liable for any damage or loss whatsoever which may occur as a result of action taken or not taken, as the case may be, in respect of any representation, statement, opinion or advice referred to herein. Professional advice should be obtained before applying the information contained in this document to particular circumstances.

© State of Western Australia

Published by theDepartment of Planning140 William StreetPerth WA 6000

Locked Bag 2506Perth WA 6001

Published February 2014

internet: www.planning.wa.gov.auemail: [email protected]

tel: 08 655 19000fax: 08 655 19001National Relay Service: 13 36 77infoline: 1800 626 477

Photography provided by the Department of State Development and Main Roads WA. This document is available in alternative formats on application to Communication Services.

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Table of contents1. Summary 1

2. Introduction and purpose 4

3. Study area 6

4. Background 6

5. Project process 75.1 Literature review 7

5.2 Options and design assessment 7

5.3 Further refinement of alignment 75.3.1 Wokatherra Gap analysis 7

5.3.2 Alignment definition 8

5.3.3 Technical studies 8

5.4 Project governance 9

5.5 Draft and final Alignment Definition Report 9

5.6 Future processes 9

6. Consultation process and results to date 106.1 1998 Westrail Alignment 10

6.2 ONIC project consultation 10

6.3 Consultation results to date 116.3.1 Agency consultation 11

6.3.2 Landowner consultation 11

7. Literature review and studies completed to date 147.1 Literature review 2007 and 2009 14

7.2 Literature review / studies completed since 2009 15

8. Strategic and regional planning context 16

9. Design standards 179.1 General 17

9.2 Road design criteria 18

9.3 Service roads 18

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9.4 Rail standards 19

9.4.1 Grade separation 21

9.4.2 Oakajee Port and Rail (OPR) 21

9.5 Utility requirements and standards 229.5.1 Power transmission 22

9.5.2 High pressure gas 23

9.5.3 Water 23

9.5.4 Slurry pipeline 23

9.5.5 Other minor services 23

10. Opportunities and constraints in the study area 2610.1 Policy objectives 2610.2 Land use planning 26

10.2.1 Local Planning Schemes 26

10.2.2 The Greater Geraldton Structure Plan 27

10.2.3 Moresby Range Management Plan 27

10.2.4 Oakajee Industrial Estate Structure Plan and Port Master Plan 27

10.2.5 Narngulu Industrial Estate 27

10.3 Private residences 27

10.4 European heritage: 2810.4.1 Places on the State register 28

10.4.2 Sites identified through local government municipal inventories 29

10.5 Native Title 35

10.6 Indigenous heritage 35

10.7 Environmental 3510.7.1 Nature reserves 36

10.7.2 Flora and vegetation 36

10.7.3 Fauna 38

10.7.4 Wokatherra Gap 38

10.7.5 Acoustic and vibration impacts: 39

10.7.6 Waterways 39

10.7.7 Unexploded ordinance 40

10.8 Engineering and infrastructure assessment 4010.8.1 Oakajee Port and Rail Railway 40

10.8.2 Geraldton Airport and expansion plans 40

10.8.3 Broadcast Australia 41

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10.9 Other issues to be considered in detailed design and construction 41

10.9.1 Geotechnical / Earthworks 41

10.9.2 Acid sulphate soils 41

10.9.3 Contaminated sites 41

11. Freight, transport and utilities assessment 4211.1 Oakajee Narngulu Infrastructure Corridor capacity analysis 42

11.1.1 Road 42

11.1.2 Rail 43

11.1.3 Utilities 44

11.2 Strategic road network 45

11.3 Strategic rail network 45

12. Alignment options considered 4612.1 Foundation alignment 47

12.2 Current investigations 48

12.3 Segment 1 – Geraldton-Mullewa rail line through to the southern cadastral boundary of Lot 61 48

12.3.1 Southern rail connection to existing network 51

12.3.2 Southern road connection to existing network 51

12.3.3 Cutubury Nature Reserve 56

12.4 Segment 2 – Southern cadastral boundary of Lot 61 through to third crossing of Chapman River 58

12.4.1 Co-location of Oakajee Narngulu Infrastructure Corridor with OPR Rail and proximity to existing roads 60

12.4.2 Broadcast Australia site 61

12.5 Segment 3 – Northern Chapman River boundary to west of the Wokatherra Gap (terminating at Carey Road) 64

12.6 Segment 4 – Within the Oakajee Industrial Estate and buffer 69

13. Preferred alignment 7214. Reservation requirements 7315. Future process 73

References 74

Submission form 75

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Figures and tables

Figure 1: Oakajee Narngulu Infrastructure Corridor preferred alignment 3

Figure 2: Oakajee Narngulu Infrastructure Corridor regional location 5

Figure 3: Indicative ONIC cross section 17

Figure 4: Indicative Oakajee Narngulu Infrastructure Corridor road cross section 18

Figure 5: Indicative Oakajee Narngulu Infrastructure Corridor rail cross section 19

Figure 6: Indicative cross section - Oakajee Narngulu Infrastructure Corridor rail and proposed OPR rail 21

Figure 7: Indicative Oakajee Narngulu Infrastructure Corridor Utility cross section 22

Figure 8: Infrastructure and utilities network 25

Figure 9: Opportunities and constraints – European heritage 31

Figure 10: Opportunities and constraints – Affected tenure 32

Figure 11: Opportunities and constraints – Aboriginal heritage 33

Figure 12: Opportunities and constraints – Environmental 34

Figure 13: Study segments and options considered to date 49

Figure 14: Planning considerations – Segment 1 50

Figure 15a: Geraldton-Mount Magnet Road intersection options 53

Figure 15b: Geraldton-Mount Magnet Road preferred intersection option 55


Figure 17: Planning considerations – Broadcast Australia site, Segment 2 62


Figure 19: Planning considerations – Wokatherra Gap options, Segment 3 67


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Table 1: Landowner comments with Department of Planning response 12

Table 2: Railway Design Criteria – Proposed OPR Rail to be included within

Oakajee Narngulu Infrastructure Corridor 21

Table 3: Places on the State Register near or within the Oakajee Narngulu Infrastructure Corridor 29

Table 4: Places on the Heritage Council’s assessment program 29

Table 5: Further European heritage sites within close proximity to the

Oakajee Narngulu Infrastructure Corridor 30

Table 6: Conservation significant species recorded from study area 37

Table 7: Impacts of the three regional land use and industry development

projections up to 2031 42

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1. Summary

The Department of Planning has been responsible for coordinating the planning of the Oakajee-Narngulu Infrastructure Corridor (ONIC) since 2009.

The ONIC is one component of the broader Oakajee Mid West Development Project which is coordinated by the Department of State Development, with the aim to establish an integrated port and industrial estate at Oakajee; supporting rail and infrastructure corridors to facilitate the development of the resources sector in the Mid West; and ensure the long-term prosperity of the region.

The need for a multi-use corridor linking the proposed Oakajee Port and Industrial Estate to existing infrastructure in the greater Geraldton area has been identified in various planning strategies and studies since the 1990s, which built upon work undertaken for a rail route dating back to the 1970s.

The Department of Planning has prepared an alignment definition report for the Oakajee Narngulu Infrastructure Corridor, which collates existing information; identifies opportunities and constraints; sets out design criteria and standards; informs consultation with stakeholders; and defines a preferred alignment for the ONIC.

The key planning objective for the ONIC is to co-locate road and rail infrastructure within one corridor between Oakajee and Narngulu to minimise impact on landowners. It would also be advantageous to provide capacity within the corridor to accommodate utilities infrastructure.

Through this draft Alignment Definition Report it is proposed that the ONIC will be approximately 34 kilometres in length, providing strategic linkages between Oakajee (proposed port and industrial estate), Narngulu, Geraldton Port and iron ore mines. To accommodate road, rail and service utilities infrastructure the ONIC is required to be at least 230 metres wide, however, it may be wider in some locations to accommodate engineering requirements of the road and rail alignments.

The ONIC rail component is approximately 60 metres wide and will have capacity to accommodate a dual gauge, dual track rail from the existing Geraldton-Mullewa rail line (near Narngulu) through to Oakajee. From just south east of the Broadcast Australia site through until Oakajee, the ONIC rail component reserve has been widened to accommodate a dual gauge, dual track rail alignment consistent with that proposed by Oakajee Port and Rail. The rail component of the ONIC has strategic importance to the State as it is likely to form an important part of the supporting rail infrastructure for the Oakajee Port through providing possible rail connections to iron ore mines to the south-east and north-east of Geraldton.

The road component of the ONIC is approximately 80 metres wide and is located immediately to the west of the ONIC rail component. The ONIC road, which connects into the Geraldton-Mt Magnet Road (near Moonyoonooka) and continues through to the North West Coastal Highway (near Oakajee), will ultimately be a four-lane, controlled access, rural highway that will form part of the Geraldton Outer Bypass. The Geraldton Outer Bypass will include a connection from Brand Highway through to the ONIC road and allow heavy freight vehicles to bypass the built up areas of Geraldton.

The services corridor portion of the ONIC is approximately 90 metres wide and is located immediately to the west of the road component. The services corridor commences immediately north of the existing road reserve for the Geraldton-Mt Magnet Road and continues through to Oakajee. The services corridor may accommodate future service and utilities requirements such as water, gas, slurry pipelines and telecommunications. Depending on the timing and demand for locating utilities within the ONIC, there may also be a need to locate power infrastructure either within, or next to it. The location of power infrastructure within the ONIC or an expanded corridor would require further technical studies and regulatory approvals.

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The 40 metre-wide 1998 Westrail alignment was used as the initial alignment upon which planning for the ONIC is based. The preferred ONIC alignment is largely the result of maximising co-location both within the ONIC and with the proposed Oakajee Port & Rail (OPR) rail; and minimising impacts on key infrastructure, environmental and heritage assets, land severance impacts on private landowners, topography and the engineering design standards for road and rail design.

Based on these considerations, the preferred alignment of the Oakajee Narngulu Infrastructure Corridor is illustrated in Figure 1. Key features of the preferred alignment include the:

• rail component has both eastern and western tie-ins to the existing Geraldton-Mullewa rail line;

• rail component passes under the Geraldton Mount-Magnet Road;

• road component connects into the Geraldton-Mount Magnet Road with a reservation requirement that includes both ‘at grade’ and ‘grade separated’ options (intersection 1, options 4 and 5);

• ONIC avoids the Cutubury Nature Reserve (segment 1, option 1);

• ONIC avoids impacting on the Broadcast Australia site by locating the services corridor to the west of the site and co-locating the ONIC road and rail components with the proposed OPR rail alignment to the east of the site (segment 2 GHD, option A);

• ONIC is widened from just south east of the Broadcast Australia site through to Oakajee to accommodate the rail alignment proposed by OPR; and

• ONIC alignment through the Wokatherra Gap has been designed to co-locate road, rail and utilities infrastructure, minimise impacts on vegetation and watercourses and reduce the amount of earthworks (segment 3 option 4).

The land requirement of the preferred ONIC alignment as defined in this report is approximately 1,022 hectares, with 664 hectares occurring across 59 privately-owned lots (34

individual landowners). The remaining 358 hectares occur on Government-owned and publically reserved land.

Following consultation with landowners and other stakeholders, the draft Alignment Definition report will be updated to reflect comments received and then submitted to Government for approval of the preferred alignment.

The draft Alignment Definition Report only involves planning for the Oakajee Narngulu Infrastructure Corridor to a sufficient level of detail to define a corridor suitable for possible future reservation. There is currently no commitment or funding allocated to acquisition of the land or construction of infrastructure within the ONIC. It is anticipated that a business case for funding the acquisition of the ONIC and an implementation strategy for the acquisition and management of the ONIC will need to be further considered by Government.

To ascertain the possible timing for construction of infrastructure within the ONIC, the Oakajee Narngulu Infrastructure Corridor Capacity Analysis Study (GHD 2013) was undertaken. The ONIC Capacity Analysis predicted that there is likely to be an unacceptably high number of heavy vehicles travelling on Brand Highway and North West Coastal Highway through Geraldton by around 2018 (based on a low growth projection). This could be considered as a trigger point for the ONIC road to form part of a high standard outer heavy vehicle bypass of the Geraldton City Centre and surrounding residential areas.

For the ONIC rail component the capacity analysis acknowledged that it is unlikely that rail within the ONIC would be required until such time as it is needed to complement the capacity, or form an integral part of the iron ore rail network. Further, in the longer term the ONIC rail will also be required to address the needs of transporting break-bulk between the Narngulu and Oakajee industrial estates.

Construction of utilities infrastructure within the ONIC will be dependent on the timing of development and the needs of the Oakajee port and industrial estate.


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2. Introduction and Purpose

The Department of Planning has undertaken an alignment definition study to determine a preferred alignment and land requirement plan for the Oakajee–Narngulu Infrastructure Corridor (ONIC).

The ONIC is intended to be a multi-purpose road, rail and utilities infrastructure corridor that runs from the Geraldton-Mount-Magnet road and Geraldton–Mullewa rail line in the south, to the proposed Oakajee Port and Industrial Estate in the north. Importantly, the ONIC will connect into the existing State road and freight rail networks, which will in turn increase the capacity of the Mid West region’s transport network to support the resources sector (Figure 2).

The Oakajee Narngulu Infrastructure Corridor is needed to:

1. provide a co-located strategic infrastructure linkage between the Oakajee and Geraldton ports, Narngulu and Oakajee industrial estates, and the broader regional transport network;

2. provide a bypass route to remove the increasing number of heavy vehicles and freight from the Geraldton city centre, which will improve the safety and utility of roads within the Geraldton city centre and provide a more efficient route for freight travelling within and through the region;

3. avoid duplication and minimise impacts associated with planning for individual infrastructure corridors;

4. ensure multiple rail connections to meet the long-term requirements of the Oakajee Port and Industrial Estate and Geraldton Port and Narngulu Industrial Estate; and

5. accommodate the delivery of utility services as and when required.

Using the 1998 Westrail alignment as a basis, several reviews and environmental, engineering and technical investigations have been undertaken to define a preferred alignment that best addresses the current and future needs of the Greater Geraldton and Chapman Valley areas.

The purpose of the Alignment Definition Report is to:

• collate and provide information on all studies completed to date;

• provide details on the constraints, opportunities and considerations for planning the ONIC;

• concisely inform and facilitate consultation with landowners and other stakeholders;

• identify a preferred corridor route;

• identify the land requirements for the preferred route; and

• seek State Government approval of the preferred route.

This draft Alignment Definition Report is the culmination of considerable technical investigations, public and stakeholder consultation and deliberation by the Department of Planning and other State agencies. It only involves planning for the ONIC to a sufficient level of detail to define a corridor suitable for possible future reservation and construction. There is currently no commitment or funding allocated to acquisition of the land or construction of infrastructure within the ONIC. It is anticipated that a business case for funding the acquisition of the ONIC and an implementation strategy for the acquisition and management of the ONIC will need to be further considered by Government.

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Figure 2: Oakajee Narngulu Infrastructure Corridor regional location

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3. Study area

The Oakajee Narngulu Infrastructure Corridor is approximately 34 kilometres long and at least 230 metres wide. It may, however, be wider in some locations to accommodate engineering requirements of the road and rail alignments. It traverses largely privately held rural landholdings as well as parcels of State-owned or unallocated Crown lands within the City of Greater Geraldton and Shire of Chapman Valley, bypassing the Geraldton city centre.

4. Background

The Oakajee Narngulu Infrastructure Corridor project first emerged as the Narngulu to Oakajee Rail and Services Corridor project in the late 1990s, which built upon previous work on a rail route dating back to the 1970s. A number of studies were undertaken in the 1990s to identify and assess a suitable railway corridor from the Narngulu Industrial Estate to the proposed Oakajee Industrial Estate and to service the then An Feng Kingstream Steel Project.

The alignment, completed by Westrail in 1998 (refer Section 12) was based on a narrow gauge railway link with an identified 40 metre corridor and received approval from the Environmental Protection Authority (EPA), subject to conditions. A wider area was also considered for utilities but no formal design or concept planning was undertaken so it was not formally recognised at the time.

The Geraldton Region Plan 1999 adopted the 1998Westrail alignment with the possible inclusion of a utilities and road corridor. However, as the Kingstream project did not proceed neither did the planning and development of this alignment and the EPA approval subsequently lapsed.

Planning for the ONIC recommenced in 2009 following commencement of the Oakajee Mid West Development project. The Oakajee Mid West Development project, which is coordinated by the Department of State Development, aims to establish an integrated port and industrial estate at Oakajee, supporting rail and infrastructure corridors to facilitate the development of the resources sector in the Mid West and ensure the long-term prosperity of the region.

The ONIC is one component of the broader Oakajee Mid West Development Project and as well as connecting the Oakajee port and industrial estate to the State’s infrastructure network, it will form an important strategic infrastructure link between the existing Geraldton Port and Narngulu Industrial Estate and the proposed Oakajee Port and industrial estate in the north.

The Department of Planning is responsible for identifying and recommending a preferred alignment for the ONIC, to Government.

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5. Project process

The proposed 1998 Westrail alignment was used as the foundation route for the Oakajee-Narngulu Infrastructure Corridor project as it had previously undergone environmental approval, landowner consultation and is included within numerous strategic plans and documents.

The 1998 Westrail alignment has since been reviewed and alternatives considered, ensuring that an alignment is defined that best fulfils its function as a multi-purpose, multi-user, public-purpose infrastructure corridor linking Oakajee and Narngulu. The process of review and refinement of the 1998 Westrail alignment is outlined below.

5.1 Literature review

The Department of Planning engaged Kellogg Brown and Root (KBR) to conduct a literature review and report based on an assessment of the proposed ONIC to accommodate current and future service requirements for the Mid West region.

This involved consultation with a number of service and infrastructure providers and government agencies to establish issues relating to buffer width, prioritisation of services, environment, social and planning implications.

The resulting Oakajee Narngulu Infrastructure Corridor Study Final Report (KBR, 2007) provided a summary of issues and recommendations, a cross section of the proposed 300 metre corridor and GIS (Geospatial Information Systems) data for the area.

5.2 Options and design assessment

Options and design for the ONIC alignment were investigated by KBR in 2009. The key objectives for the study were to conduct an objective comparison of the various corridor options using a range of planning, engineering, social and environmental criteria and test the outcomes of the criteria through liaison with key stakeholders.

In order to complete this task infrastructure access requirements and specifications were established; rail alignment proposals reviewed (i.e. Oakajee Port & Rail); options for the Geraldton outer bypass road and connections to the existing rail system were assessed; and constraints mapping and multi-criteria assessment of options were undertaken to recommend a revised route.

The final assessment report Options and Design of the Oakajee Narngulu Infrastructure Corridor (KBR, 2009) identified nominal reserve widths for rail (60 metres), road (80 metres) and utilities (90 metres) but recognised that these may need to be increased at high cuts and fills in accordance with concept design. The study recommended an alignment for the ONIC and also provided concept plans and profiles for the road and rail components.

5.3 Further refinement of alignment

5.3.1 Wokatherra Gap analysis

In order to reach the Oakajee Industrial Estate and port area, the Oakajee Narngulu Infrastructure Corridor infrastructure components and the Oakajee Port & Rail (OPR) rail must pass through the Moresby Ranges at a point known as the Wokatherra Gap. This is a saddle in the Ranges that is significantly lower than any other crossing point and includes a narrow corridor where limited stands of native vegetation remain, therefore providing an opportune location for which the ONIC and OPR rail line can enter the Oakajee Industrial Estate and port.

The northern section of the ONIC alignment − where it passes through the Wokatherra Gap − is highly constrained (refer Sections 10.7.4 and 12.5). As both the proposed OPR rail line and ONIC enter the Oakajee Industrial Estate via the Wokatherra Gap, further refinement of the route established by KBR in 2009 was required to ensure that both corridor alignments can be effectively co-located in this highly constrained

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location. The criticality of rail grade requirements to allow loaded and unloaded trains to safely enter and exit the Oakajee Port means that this is the only viable location identified for rail to cross the Moresby Ranges.

KBR subsequently completed engineering, Aboriginal and European heritage, biological, and visual impact assessment studies and multi-criteria analysis for alignment options through the Wokatherra Gap, presenting the key findings in Analysis of the Oakajee Narngulu Infrastructure Corridor through the Wokatherra Gap (KBR, 2010). A final alignment through the Wokatherra Gap was then nominated and agreed to by relevant State agencies and OPR.

5.3.2 Route definition

A further route definition study Oakajee Narngulu Infrastructure Corridor Route Investigation Report was completed by GHD in 2013. The purpose of this study was to review the entire alignment of the ONIC, including intersection options for connecting it into the Geraldton-Mt Magnet Road; alignment options in the vicinity of the Cutubury Nature Reserve and Broadcast Australia site; and capacity to accommodate the proposed OPR alignment (from south east of the Broadcast Australia site through to Oakajee) within the Corridor.

Following consideration of the advantages and disadvantages of each option, the report concluded that the recommended ONIC alignment include the following alignment options:

• ONIC rail component has both eastern and western tie-ins to the existing Geraldton-Mullewa rail line (refer Section 12.3.1);

• ONIC rail component passes under the Geraldton Mount-Magnet Road (refer Section 9.4.1);

• ONIC road component connects into the Geraldton-Mount Magnet Road using a free flowing sweeping intersection with a reservation requirement that includes both ‘at grade’ and ‘grade separated’ options (intersection 1, option 5 was the optimal solution refer Section 12.3.2);

• ONIC avoids the Cutubury Nature Reserve (segment 1, option 1 was the optimal solution – refer Section 12.3.3);

• ONIC avoids impacting on the Broadcast Australia site, which consists of ABC radio transmission towers and an underground earthmat antenna system, by locating the services corridor to the west of the site and the ONIC road and rail components and the proposed OPR rail alignment to the east of the site (segment 2 GHD option A was the optimal solution - refer sections 10.8.3 and 12.4.2);

• ONIC is widened from just south-east of the Broadcast Australia site through to Oakajee to accommodate the rail alignment proposed by OPR (refer Section 10.8.1); and

• ONIC alignment through the Wokatherra Gap been designed to co-locate road, rail and utilities infrastructure, minimise impacts on vegetation and watercourses and reduce amount of earthworks (Section 3, option 4 was the optimal solution, see section 12.5).

5.3.3 Technical studies

Further technical studies of the Oakajee Narngulu Infrastructure Corridor have been initiated to understand the environmental, social, and economic constraints of the area and impacts of the corridor, with the aim of avoiding and minimising negative impacts wherever possible. Some of the studies below will also be used in the completion of other statutory approvals processes such as environmental and Aboriginal heritage.

Other studies that have been completed include:

• Aboriginal heritage surveys;

• flora, vegetation and fauna surveys;

• acoustic and vibration impact assessment; and

• road, rail and utilities capacity analysis.

Section 12 provides further details on the results of these technical studies.

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5.4 Project governance

To assist delivery of the Oakajee Narngulu Infrastructure Corridor project, representatives from the following agencies formed a technical reference group to provide technical advice and assistance to the Department of Planning:

• Department of Lands

• Department of State Development

• Department of Transport

• Landcorp

• Main Roads WA

• Public Transport Authority.

Following establishment of a project governance structure for the Oakajee Mid West Development Project, the ONIC technical reference group was replaced with the Services Corridor Group, which consisted of representatives from these agencies.

5.5 Draft and final alignment definition report

This draft report has been prepared to outline the results of the studies to date and the recommended alignment. It is to be provided to landowners and stakeholders for review and comment prior to being finalised for consideration by Government for approval of the recommended alignment.

5.6 Future processes

The draft Alignment Definition Report only involves planning for the Oakajee Narngulu Infrastructure Corridor to a sufficient level of detail to define a corridor suitable for possible future reservation. There is currently no commitment or funding allocated to acquisition of the land or construction of infrastructure within the ONIC. It is anticipated that a business case for funding the acquisition of the ONIC and an implementation strategy for the acquisition and management of the ONIC will need to be further considered by Government.

While information to support preparation of an environmental referral (under part IV of the Environmental Protection Act 1986), as well as a Section 18 referral (under the Aboriginal Heritage Act 1972) have been prepared as part of the planning for the preferred alignment, the timing for submission of these referrals will be determined by the Government’s implementation strategy for the acquisition and management of the ONIC.

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• raise awareness and understanding of the benefits of the ONIC, the process to determine its alignment and timelines and methodology for its implementation.

A consistent process of consultation throughout the ONIC project has been invaluable in producing and influencing the preferred alignment recommended in this report.

Outline of the consultation program

• Consultation with the Services Corridor Group (as required), Department of State Development Oakajee Mid West Development Project governance groups (monthly) and Mid West Strategic Infrastructure Group meetings (bimonthly) throughout delivery of the project.

• Consultation with Native Title claim groups as part of the Aboriginal Heritage survey, to help in the identification of Aboriginal Heritage issues.

• Written communication to landowners including brochure (April 2010), project update and clarification of Karara’s miscellaneous mining licence application (October 2011).

• Meetings with individual landowners December 2011 (met with 11 of 36 landowners directly impacted by potential land acquisition) to update them on project.

• Meetings, liaison, advice, and presentations to the Shire of Chapman Valley and City of Greater Geraldton throughout the life of the project, during the completion of technical studies and at project milestones.

• General communication with members of the public via telephone, email, correspondence and meetings.

• Consultation with the Department of Environment Regulation and the Department of Parks and Wildlife (formerly Department of Environment and Conservation), Department of Premier and Cabinet and Department of

6. Consultation process and results to date

6.1 1998 Westrail Alignment

The 1998 Westrail alignment completed extensive community consultation to identify the issues of particular concern to the community, with a specific focus on those landowners who were within the vicinity of the proposed rail alignment. Consultation for the project included face-to-face interviews, phone interviews, mail-outs and contributions through publicly available documentation.

Consultation was undertaken both prior to a final decision on the preferred alignment and at the completion of the alignment definition phase to ensure that all issues and concerns raised would be considered. Further consultation also occurred during the environmental approvals stage of the project.

The most prominent issues of concern were disruption to farm management practices and water supply, loss of property values, noise and loss of amenity.

6.2 Project consultation

Consultation during the Oakajee-Narngulu Infrastructure Corridor project has focussed on Government departments, local governments, directly impacted landowners, Native Title claim groups, the broader community and other stakeholders such as Oakajee Port and Rail and infrastructure providers.

The key objectives of the Oakajee Narngulu Infrastructure Corridor consultation program were to:

• facilitate communication between the Department, affected landholders, key stakeholders and the general community;

• provide opportunity for stakeholders, including landowners and the wider community, to contribute to the project and raise any concerns and issues for consideration; and

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Aboriginal Affairs prior to and throughout the completion of technical studies requiring their advice and approvals.

• Consultation with landowners to access land to undertake environmental, heritage and geotechnical studies.

• Consultation with landowners and stakeholders via request for comment and input on the draft alignment definition study prior to finalisation (in progress).

6.3 Consultation results to date

6.3.1 Agency consultation

The following agencies and organisations were consulted throughout the life of the project to communicate project updates, issues and gain input on related projects and programs affected by, and that affect, the Oakajee Narngulu Infrastructure Corridor project.

Local government:

• Shire of Chapman Valley

• City of Greater Geraldton

State Government:

• Department of Planning

• Department of Lands (formerly Department of Regional Development and Lands)

• Department of State Development

• Department of Transport

• Landcorp

• Main Roads WA

• Public Transport Authority

• Department of Premier and Cabinet

• Department of Aboriginal Affairs

• Department of Environment Regulation and the Department of Parks and Wildlife ( formerly Department of Environment and Conservation)

• Geraldton Port Authority

• Mid West Development Commission

Infrastructure providers:

• Brookfield Rail

• Oakajee Port and Rail

• Watercorp

• Western Power

6.3.2 Landowner consultation

Landowner consultation commenced at the completion of the KBR 2009 and 2010 route alignment studies. In April 2010, a stakeholder information brochure and comment sheet was mailed to landowners who would be impacted directly and indirectly by the Oakajee Narngulu Infrastructure Corridor. These were also provided online.

The brochure provided a project overview and outline of future planning activities and investigations to be undertaken. It was felt this approach would provide the best opportunity for landowners to provide initial input early in the planning phase of the project.

Difficulties were experienced from this approach because the Department of Planning was not always able to answer queries and concerns at the time they were raised. This was further compounded by a lack of commitment to the project beyond the planning phase, which created an inability to provide certainty of timeframes for acquisition and development of infrastructure.

The majority of landowners directly impacted by the preferred 2013 ONIC alignment have previously been contacted by the Department and will also be provided with a copy of this draft alignment definition report for further comment and input.

A summary of comments received via landowner consultation to date, along with the Department’s response is provided in Table 1.

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Table 1: Landowner comments and Department of Planning response

Landowner comment Department of Planning response

Concerns raised regarding impacts to property, infrastructure and agricultural practices both by the acquisition and potential severance to land, and the impacts of the infrastructure once built and operational.

Impacts to be considered through the land acquisition and compensation process, once initiated by Government.

Oakajee Narngulu Infrastructure Corridor impacts on the future development and subdivision potential of landholdings.

Future land use and development either side of the ONIC has been noted with the Greater Geraldton Structure Plan (2011) where three (Area 1 – White Peak, Area 2 Yetna and Area 8 Moonyoonooka) development investigation areas are already identified in close proximity. It should also be noted that the ONIC eventually could address the issue of service constraints in the area.

Concern regarding impacts on access to property and between lots, as well impacts to amenity including both visual and noise as a result of the Oakajee Narngulu Infrastructure Corridor, particularly the rail line.

Each lot that previously had legal road access and will be severed by the ONIC is to be provided with legal road access. The service roads either connect to an existing made road or in some instances will connect to the ONIC road via a link across the service corridor.

The Department of Planning is currently undertaking environmental assessments of the ONIC that will address environmental impacts such as noise and visual amenity, ensuring that any impacts are minimised through appropriate mitigation measures and strategies.

Largely supportive of the Oakajee Narngulu Infrastructure Corridor road and the need for the Geraldton Outer Bypass Road to remove the heavy vehicles from the town centre.

Noted.

Need for certainty on timeframes for ultimate delivery of the infrastructure as landowners need to make investment decisions now for their properties/business.

Timeframes depend on a whole-of-Government decision on the preferred alignment, taking into account many variables including, but not limited to, a decision on Oakajee Port; capacity requirements of the Geraldton region; and when funding for acquisition becomes available.

Studies have been undertaken to identify the possible drivers and timing for construction of infrastructure within the ONIC, however undertaking acquisition at the earliest possible stage (before construction of infrastructure) will be the most desirable as it creates certainty to landowners and investors as well as potential cost savings to Government.

Concern the Oakajee Narngulu Infrastructure Corridor would limit the future development potential of the City of Geraldton as it provides a physical barrier to the expansion of urban land.

The Greater Geraldton Structure Plan Update (2011) estimated that land (urban and future urban) within the structure plan boundary (depending upon density at which it is developed) could potentially accommodate a population of up to 229,692 (WAPC, 2011). It should also be noted that the Greater Geraldton Structure Plan Update 2011 has already earmarked development investigation area extending past the ONIC corridor for development potential.

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Landowner comment Department of Planning response

Acquisition concerns regarding timing, compensation for the impacts of the Oakajee Narngulu Infrastructure Corridor, and also the limited viable land replacements within the Greater Geraldton Region.

Noted, however the Department of Planning (and its officers) are unable/unqualified to answer specific questions in regards to acquisition and compensation during the planning phase of the project. Timing of acquisition (and the chosen acquisition process) will become clearer once a decision has been made by Government on the preferred alignment and implementation strategy.

An alignment that avoids the Cutubury nature reserve presents significant impacts to adjacent properties and businesses and an alternative alignment with less impact is required.

Three alignment options within the vicinity of the Cutubury Nature Reserve have been considered and are discussed further in Section 12.3.3.

While the road portion of the Oakajee Narngulu Infrastructure Corridor is largely supported, its rail connection, particularly in the south near Geraldton-Mt Magnet Road is not supported and should be located further east.

Noted. However, one of the primary criterion for the alignment is to link the Narngulu Industrial Estate with the Oakajee Port and Industrial Estate and Geraldton Port. Another important criterion is to be able to co-locate all infrastructure together, reducing land severance and the ONIC’s overall impact.

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7. Literature review and studies completed to date

Prior to undertaking further planning and design of the Oakajee Narngulu Infrastructure Corridor alignment, literature reviews and consultation were undertaken by KBR (2007 and 2009) to identify all previous engineering, environmental, social and planning activities relevant to the ONIC. Further studies and investigations were then completed to define the ONIC alignment and any associated impacts.

A list of key literature reviewed and studies completed is provided below.

7.1 Literature review 2007 and 2009

• City of Geraldton-Greenough (2008) Greenough Town Planning Scheme No. 4.

• Environmental Protection Authority (1997) Mid West Iron and Steel Project- Geraldton Steel Plant, Oakajee, Shire of Chapman Valley: Kingstream Resources NL. Report and recommendations of the Environmental Protection Authority: Bulletin 860.

• Environmental Protection Authority (1998) Narngulu to Oakajee rail route and services corridor: Westrail. Report and recommendations of the Environmental Protection Authority: Bulletin 915.

• Environmental Protection Authority (1997) Oakajee Deepwater Port, Oakajee, Shire of Chapman Valley: Minister for Resources Development. Report and recommendations of the Environmental Protection Authority: Bulletin 866.

• GHD Consultants (1998) Oakajee Structure Planning Study: Report prepared for LandCorp.

• Halpern Glick Maunsell & Anne Reid (1996) Narngulu Industrial Estate Study.

• Kellogg Brown and Root (2007) Oakajee-Narngulu Infrastructure Corridor Study.

• Ministry for the Environment and Labour Relations (1999) Statement that a proposal may be implemented (pursuant to the provisions of the Environmental Protection Act 1986).

• Muir Environmental (1997) Re-evaluation of flora and fauna: Oakajee proposed industrial estate and quarries, for Department of Resources Development, August 1997.

• Muir Environmental (1997) Biological and viewscape impact evaluation proposed Narngulu to Oakajee Railway.

• Nicole Siemon and Assoc Pty Ltd (2007) Upper Chapman River: Draft Catchment Action Plan, Shire of Chapman Valley, Northern Agricultural Catchment Council.

• Quartermaine Consultants (2002) Report on an archaeological survey for aboriginal sites, Geraldton Oakajee rail line.

• Rory O’Connor (1997) Report on an ethnographic survey of the proposed Narngulu Industrial Estate to Oakajee industrial estate railway line.

• Shire of Chapman Valley (2007) Draft Town Planning Scheme No. 2.

• Shire of Chapman Valley (2008) Local Planning Strategy.

• Shire of Greenough (2006) Local Planning Strategy.

• SMEC/DoIR (2004) Northern Strategic Industry Areas Environmental, Social and Economic study: Executive summary.

• Unknown author (2001) Narngulu to Oakajee rail and services corridor: Affected land and landowners statutory planning implications.

• WAPC/DPI (2009) Final Moresby Range Management Strategy.

• Water and Rivers Commission (2001) Chapman River Foreshore Assessment.

• Welker Environmental Consultancy (1997) Narngulu to Oakajee rail route and services corridor: Consultative Environmental Review.

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• Welker Environmental Consultancy (1997) Narngulu to Oakajee rail route and services corridor: Project Definition Study. Prepared for LandCorp, Department of Resources Development and Westrail.

• Western Australian Planning Commission (1999) Geraldton Region Plan. Available www.wapc.wa.gov.au/Publications/79.aspx.

• Western Infrastructure (2002) Geraldton Primary north-south road alignment selection study: Final Report. Prepared for Western Australian Planning Commission and Main Roads Western Australia.

7.2 Literature review / studies completed since 2009

• BG&E (2012) Oakajee Narngulu Infrastructure Corridor (ONIC) Waterways Investigation.

• Ecoscape (2010a) ONIC Fauna Survey.

• Ecoscape (2010b) ONIC Flora and Vegetation Survey.

• Ecoscape (2011) Cutubury Nature Reserve Flora and Vegetation Survey.

• ERM (2012) ONIC Aboriginal Heritage Survey: Draft Background Report.

• Geraldton Port Authority (2011) Oakajee Port Master Plan.

• GHD (2010) Comparison of Options for the Mid North Section.

• GHD (2013) Oakajee Narngulu Infrastructure Corridor Route Investigation Report.

• GHD (2013) ONIC Road, Rail and Utilities Infrastructure Capacity Analysis

• GHD (2013) Oakajee-Narngulu Infrastructure Corridor: Uncaptured Vegetation Biological Survey.

• Kellogg Brown and Root (2009) Options and Design for the Oakajee Narngulu Infrastructure Corridor.

• Kellogg Brown and Root (2010) Analysis of the Oakajee Narngulu Infrastructure Corridor through the Wokatherra Gap.

• Landcorp (2012) Oakajee Industrial Estate Structure Plan.

• Lloyd George Acoustics (2013) Transportation Noise Assessment – Oakajee Narngulu Infrastructure Corridor.

• Lloyd George Acoustics (2013) Draft Noise & Vibration Management Plan – Oakajee Narngulu Infrastructure Corridor

• Main Roads WA (2010) Geraldton Locality Plan.

• Planning Consultants Australia (2012) Implementation Mechanisms Assessment.

• Terra Rosa Cultural Resource Management (2013) report of the archaeological and Ethnographic Site Identification Heritage Survey of the Oakajee Narngulu Infrastructure Corridor.

• WAPC (2010) Narngulu Industrial Area Strategic Land Use Directions.

• WAPC (2011) Greater Geraldton Structure Plan.

• WAPC (2011) Draft Mid West Regional Planning and Infrastructure Framework.

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8. Strategic and regional planning context

The strategic need for a road, rail and utilities corridor between Oakajee and Narngulu has been established within strategic planning documents since the 1990s. The Geraldton Region Plan 1999 identified the previous 1998 Westrail alignment as a possible multi-use railway and services corridor between Oakajee and Narngulu. It was recognised that a multi-use corridor would assist in minimising the number of service corridors (and associated impacts on landowners) required to improve infrastructure links between the Oakajee and Geraldton ports and the Oakajee and Narngulu industrial estates. This message was subsequently reflected in the Geraldton Region Plan 1999. Importantly, the Oakajee Narngulu Infrastructure Corridor will provide an opportunity to connect into the State’s road and freight rail network. This will help in increasing the capacity of the regions transport network to support the resources sector.

The potential role and function of an infrastructure corridor linking Oakajee and Narngulu was reiterated in the Greater Geraldton Region Structure Plan 2011 update. The 2011 structure plan map includes the indicative ONIC alignment, as produced by KBR on behalf of Department of Planning in 2010. The 2011 update further stated that uptake and demand for industrial land and the viability of strategic industry within the region may be stimulated by the development of proposed transport networks (including the Oakajee deep water port and rail and the road and rail components of the Oakajee Narngulu Infrastructure Corridor).

The draft Mid West Regional Planning and Infrastructure Framework 2011 further notes the importance of the ONIC for enabling the coordinated delivery of critical transport and service infrastructure to stimulate the development of the Oakajee Port and Industrial Estate and the Narngulu Industrial Estate.

The definition of the ONIC and construction of the ONIC road is identified as a flagship project within the Mid West Regional Planning and Infrastructure Framework. The development of the rail line within the ONIC, to link the Oakajee Port to the existing Geraldton-Mullewa railway is listed as a high priority.

A number of other State and local planning documents include reference to the proposed ONIC or the previous 1998 Westrail alignment, including:

• AECOM on behalf of Main Roads WA (2011) Perth to Pilbara Coastal Road Route Strategy.

• City of Geraldton-Greenough (2008) Local Planning Strategy.

• Main Roads WA (2007) Roads 2025 Mid West.

• Main Roads WA (2011) Geraldton Locality Plan.

• Mid West Development Commission (2011) Mid West Investment Plan 2011–2021.

• RPS on behalf of Landcorp (2012) Oakajee Industrial Estate Structure Plan.

• Shire of Chapman Valley (2008) Local Planning Strategy.

• Shire of Chapman Valley (2010) Moresby Range Management Plan.

• Western Australian Planning Commission (1999) Geraldton Region Plan.

• Western Australian Planning Commission (2011) Greater Geraldton Structure Plan.

• Western Australian Planning Commission (2010) Narngulu Industrial Area Strategic Land Use Directions.

• Western Australian Planning Commission (2008) Mid West Infrastructure Analysis.

• Western Australian Planning Commission (2011) draft Mid West Regional Planning and Infrastructure Framework.

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To date, the Oakajee Narngulu Infrastructure Corridor has not been included within the local planning schemes for the Shire of Chapman Valley or City of Greater Geraldton. The reservation and inclusion of the ONIC within both planning schemes may be required at a future date. The Department of Planning will be preparing a business case and implementation strategy that will further outline the processes and mechanisms that will be utilised to secure the land required for the ONIC.

9. Design standards

9.1 General

The Oakajee Narngulu Infrastructure Corridor width is a balance between provision for future needs whilst minimising land impacts. This has been achieved by extensive consultation with agencies and stakeholders since 2009. The nominal road and rail reserve widths are only increased where necessary for earthworks and associated batters.

The ONIC alignment has been planned to conform to design standards and requirements for road, rail and utilities. Based on a study completed by KBR (2009) the following allowances have been established within the corridor:

• Rail – 60 metres

• Road – 80 metres

• Utilities services – 90 metres, including:

- gas – 30 metres

- water main and slurry pipelines – 50 metres

- minor services – 10 metres

From south-east of the Broadcast Australia site through to the Oakajee Industrial Estate the width of the ONIC rail component has been expanded to accommodate the rail alignment proposed by OPR. This ensures that within the vicinity of the highly constrained Wokatherra Gap the proposed OPR rail alignment, which could potentially connect the Oakajee Port to the iron ore mines in the north-east of the Mid West, is strategically defined for the future.

Figure 3 shows the typical ONIC cross section from its co-location point in the south until the Wokatherra Gap (Segment 3, northern section).

Figure 3: Indicative ONIC cross section

Source: KBR 2009

GAS RESERVE ROAD RESERVE RAIL RESERVESERVICES RESERVE SERVICESEASEMENT

INFRASTRUCTURE CORRIDOR WIDTH

230m

80m 60m30m50m 10m

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9.2 Road design criteria

The ultimate ONIC Road will provide a high standard four lane divided, controlled access road and will form an important component of the Geraldton outer bypass for heavy vehicles and freight, as well as local traffic (Figure 4).

Key design criteria for the Oakajee Narngulu Infrastructure Corridor road:

Design vehicle: 36.5m Restricted Access Vehicle

High wide load vehicle: 10m high x 10m wide clearance envelope

Design speed: 110km/h

Maximum grade: desirable 3%

Minimum grade: 0% if unkerbed

Cross section: refer Figure 4

Minimum radius: absolute 600m, desirable 800m

Figure 4: Indicative Oakajee Narngulu Infrastructure Corridor road cross section

Source: GHD 2013

9.3 Service roads

Every lot that previously had legal road access and will be severed by the Oakajee-Narngulu Infrastructure Corridor, is to be provided with legal road access. In some cases there is an alternative road reserve (though not necessarily a made road). If there is no alternative road reserve then a service road has been provided. The service roads either connect to an existing made road or in some instances will connect to the ONIC road via a link across the service corridor.

There is a number of existing land-locked lots with no road frontage. This is a legacy situation dating back to the original subdivision of the area and such lots generally do not abut the ONIC. Provision has not been made for road access for these lots.

Service roads will be single carriageway access roads, typically sealed six or seven metres wide in a nominal 20 metre road reserve.

The service roads have been located on the outside of the ONIC service corridor and are therefore some distance from the ONIC road reserve boundary. This location is recommended in the absence of detailed knowledge of what services will ultimately go into the corridor. To reduce land take, it would be possible to locate the service roads within the corridor, adjacent to the ONIC road. That would then, however, constrain future use of the service corridor.

MEDIAN 2x3.5m LANES2x3.5m LANESSHLD SHLDVARIES VARIES

DRAINEXISTING SURFACE LEVEL

12.07.0

CUT FILL

7.02.2 2.22.52.5 1.51.5

LL

3% 3%

1:21:41:4

1:101:10

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Possible solutions for the treatment for side roads intersected or affected by the corridor are proposed; however, finalisation of these will need to be resolved at the detailed design stage by Main Roads WA in consultation with the local governments.

9.4 Rail standards

Following discussion with rail operators and users, it is understood that the rail must be functional for and/or integrate with the following possible key scenarios:

• connection into the existing Geraldton-Mullewa rail line;

• general goods transport between the Oakajee and Geraldton ports and the Oakajee and Narngulu industrial estates;

• iron ore transport from mine sites to Oakajee Port; and

• overflow iron ore transport from Oakajee to Geraldton.

It is envisaged that the ONIC rail will ultimately be a dual-gauge, dual-track rail with both east and west connections into the existing Geraldton-Mullewa rail line. The tie-ins of the ONIC rail into the Geraldton-Mullewa line will facilitate rail connections between Oakajee, Narngulu, Geraldton Port and mines to the south east of Geraldton. The ONIC rail is also designed with the ability to tie into the proposed OPR line if necessary.

To estimate the likely land requirement for the rail component during design development key design criteria for the ONIC rail based on the Westnet Standard Gauge Mainline Code of Practice.

The assumed railway design criteria included:

Train length: 1300m – 112 wagons

Average speed: 80 km/h loaded or 90 km/h unloaded

Maximum grade: 150 preferred, 1:100 absolute maximum

Cross section: refer Figure 5

Minimum radius: 320m but 700m for tie-ins to the Geraldton Mullewa railway

The formation allows for a double track arrangement. The decision to construct double track or single track (with or without passing loops) will be taken at the time of construction, based on anticipated train volumes.

No assumptions have been made in relation to axle loads or rail weight.

Figure 5: Indicative Oakajee Narngulu Infrastructure Corridor rail cross section

Source: GHD 2013

CLCL

REFERENCE LINE

VARIES VARIES6.56.52.54.01.5

CUT FILL5.6

-3% -2% -2%

1:3

1:3

TRAC

K

TRAC

K

SERV

ICE R

OAD

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A geometrical analysis of the ONIC rail alignment and benchmarking other rail standards (particularly Queensland Rail), found that the alignment is geometrically feasible to support iron ore freight tasks of up to 50 train movements a day.

The rail portion of the ONIC requires further specifications (Figure 6 and Table 2) in Segment 3, the northern section through the Wokatherra Gap. This is because the ONIC width expands to accommodate the proposed OPR rail line, which is to be co-located with the ONIC rail line in this highly constrained (topography, environment, heritage) location.

Based on OPR’s rail design (as proposed below) and alignment, GHD investigated the expansion of the ONIC to include the rail alignment and design proposed by OPR from south east of the Broadcast Australia site through to Oakajee. GHD also investigated the implications for land requirements of achieving a grade consistent

with that preferred by OPR (1:275) or a grade consistent with the assumed ONIC grades (1:150 preferred, 1:100 absolute maximum). It was concluded that the difference in land requirements between using the ONIC grade or the OPR preferred grade for the second rail component would be only marginal. Furthermore, accommodating the OPR preferred grade allows it to remain compatible with the rail marshalling yard proposed by OPR at the west of the Wokatherra Gap. Based on these reasons it was recommended that the land requirements of the second rail component be based on the OPR preferred grade.

Figure 6: Indicative cross section – Oakajee Narngulu Infrastructure Corridor rail and proposed OPR rail

CL

CL

EXISTING SURFACE

TRAC

K

VARIES

6.50

ONIC RAIL COMPONENT 1REFERENCE LINE MCGA

CLCL CL

ONIC RAIL COMPONENT 2REFERENCE LINE MCGA

(proposed OPR rail)

VARIES

TRAC

K

TRAC

K

TRAC

K

6.502.504.00

3.078.643.07

1.50 5.60

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9.4.1 Grade separation

Major road intersections with the ONIC rail, including North West Coastal Highway and the Geraldton-Mt Magnet Road are intended to be grade-separated with the ONIC rail passing under those roads. Similarly, local road intersections with the ONIC will be grade-separated by having those roads passing under the ONIC.

9.4.2 Oakajee Port and Rail (OPR)

On 20 March 2009, the State Government and OPR signed the Oakajee Port and Rail State Development Agreement, which appointed OPR on an exclusive basis as the infrastructure provider for the port and an open access rail line servicing northern Mid West iron ore mines. OPR’s exclusivity to develop the Oakajee Port and Rail project expired 31 December 2011; and in June 2013, Mitsubishi announced suspension of work on the Oakajee Port and Rail Project.

The OPR alignment was, however, granted Preferred Rail Corridor status by the Minister for Transport, as recognition of an alignment which satisfied various State requirements under the State Development Agreement, and could have proceeded to inclusion in legislation. It also remains on the Department of Mines and Petroleum TENGRAPH system as a significant proposal, which is afforded protection from competing development proposals. These provisions however, cannot provide a complete level of strategic security for the alignment at this time. It has therefore been seen as prudent to widen the ONIC from south-east of the

Broadcast Australia site through the Wokatherra Gap to Oakajee, to strategically accommodate the proposed OPR rail line. This will ensure the potential link from Oakajee to mines in the north-east is not compromised.

There has also been a significant focus on ensuring that the ONIC − specifically the ONIC rail − is compatible with the proposed OPR rail design. The ONIC rail has been designed to complement OPR designs and the alignment of the two rail components are co-located from the intersection point, just north of the Broadcast Australia site, to the Oakajee Industrial Estate.

The OPR heavy railway is designed to be a single track initially, with a maintenance road running parallel to it, but not necessarily at the same level. The ruling grade in the loaded directions towards the port is one in 275 (0.362 per cent), and in the unloaded direction (away from the port) one in 66.7 (1.5 per cent) (OPR, 2011).

Further, a train marshalling yard (to break down trains into shorter consists, before entry to the Port train dumper) is proposed to be located between the Wokatherra Gap and North West Coastal Highway where a maximum grade of 500H:1V is required for stationary wagons. This area may be used in the future to split trains in order to access the car dumpers. Two tracks are initially to be constructed but ultimately, up to five tracks may be needed.

Table 2: Railway Design Criteria – Proposed OPR Rail to be included within Oakajee Narngulu Infrastructure Corridor

Train length 180 wagons

Average speed Initially 70km/h with wagons designed for 80km/h

Maximum grade 1:275 loaded direction

Cross section Refer Figure 6

Minimum radius 1,000m

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Figure 7: Indicative Oakajee Narngulu Infrastructure Corridor Utility cross section

High pressure gasWater/slurry pipelinesMinor services

90m

10m 50m 30m

9.5 Utility requirements and standards

As part of the current investigations, the standards, requirements and potential users of the services corridor were identified. A 90 metre strip has been identified for service utilities located to the immediate west of the road portion of the ONIC. The 90 metres for utilities consists of 30 metres for gas, 50 metres for water main and slurry pipelines and 10 metres for minor services (Figure 7).

9.5.1 Power transmission

Owing to a number of constraints including the Geraldton Airport obstacle limitation surface, tower spacing, falling height clearance and induced voltage, KBR (2009) concluded that the alignment of power transmission lines should be planned separately to the ONIC. Late in 2012, however, Western Power expressed interest in locating power transmission lines within or adjacent to the ONIC, especially through the highly constrained Wokatherra Gap. This is attributable to the anticipated ultimate power requirements of around 450 megawatts (MW) at the Oakajee Port (as proposed by OPR) and the Oakajee Industrial Estate, which will ultimately require Western Power to transmit at 330 kilovolts (kV) voltage level.

Western Power has undertaken an initial high-level investigation of the different types of structures that could potentially be installed along the ONIC to connect a power transmission line from Moonyoonooka through to Oakajee. From this investigation Western Power currently recommends that:

• the proposed power transmission line be included within the services component of the ONIC (90 metres wide) subject to available space;

• where space is not available within the 90 metres services component of the ONIC, the ONIC’s width may need to be expanded to include the power transmission line;

• within the Wokatherra Gap a steel pole transmission line should be used to minimise land requirements; and

• outside the Wokatherra Gap where land is less constrained a steel lattice power transmission line is preferred.

However, before any definitive commitments can be made as to whether Western Power infrastructure can be placed either within or next to the ONIC, approval from the economic regulatory authority must be sought, several technical studies and further consultation must be undertaken to ensure the power infrastructure alignment is feasible. Figure 8 details the current Western Power overhead line network within the Greater Geraldton Region.

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9.5.2 High pressure gas

While gas needs for Oakajee Industrial Estate and Port are likely to be met by a proposed Oakajee Gas Lateral from the Dampier-Bunbury Natural Gas Pipeline, provision is made for inclusion of a gas pipeline to potentially service future development near the ONIC. Figure 8 details the current gas network within the Greater Geraldton Region.

9.5.3 Water

Allowance is made within the ONIC for water pipelines, which could possibly be used to source water from the Allanooka bore field (South East of Geraldton) for future development areas adjacent to the corridor. Figure 8 details the current Water Corporation network within the Greater Geraldton Region.

9.5.4 Slurry pipeline

Provision for slurry pipelines within the ONIC is provided for, possibly for the transport of mineral concentrate from the iron ore mine sites to the South East of Geraldton to the Oakajee Port.

9.5.5 Other minor services

Provision has also been made to allow space for telecommunications cabling and sewer rising main. Again, provision is made for minor services to meet the requirements of future development near or adjacent to the ONIC.


25Figure 8: Infrastructure and utilities network

OC

EAN

GE

RA

LDTO

N

IND

IAN

Wok

ather

ra G

ap

GE

RA

LDTO

NPO

RT

OA

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JEE

PO

RT

Broa

dcas

t Aus

tralia

site

WEL

LS R

D

REWE

LL RD

KENN

EDY

RD

CAREY RD

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26


10. Opportunities and constraints in the study area

Constraints and opportunities along the Oakajee Narngulu Infrastructure Corridor alignment were identified by an examination of aerial imagery, stakeholder consultation and a review of a variety of spatial datasets. Constraints were then mapped using GIS (geographic information system). Results showed that there is no realistic or feasible option that is not influenced by constraints. Consequently, the preferred alignment has been selected based on minimising constraints and maximising opportunities as much as possible.

The more significant constraints are discussed below under the following headings:

• Policy objectives

• Land use planning

• Private residences

• European heritage

• Native title

• Indigenous heritage

• Environmental

• Infrastructure.

Procedures for the management and mitigation of impacts on unavoidable constraints are required for the final design and construction phase of the ONIC.

10.1 Policy objectives

Certain policy objectives were outlined at the beginning of the project that can be regarded as constraints, opportunities or criteria for the ultimate design and delivery of the ONIC. These include:

• connection to the proposed Oakajee Port and Industrial Estate and Narngulu Industrial Area, the existing rail line and Geraldton Port in the south;

• to co-locate all infrastructure components, including the proposed OPR rail line;

• State Government commitment to the completion of the planning phase only of the project, not the ultimate delivery of infrastructure;

• maintain flexibility for future rail connections between Oakajee and iron ore mines;

• the Oakajee Narngulu Infrastructure Corridor must align and coordinate with planning conducted by Main Roads, Public Transport Authority, Department of Transport, Landcorp, Department of State Development and OPR for their respective components of the Oakajee Mid West Development Project, namely port, rail, industrial estate, the Geraldton outer bypass road and broader regional road planning; and

• the need to determine the ultimate land requirements for Oakajee Narngulu Infrastructure Corridor road, rail and utilities infrastructure.

10.2 Land use planning

Several land use planning instruments are used in the City of Greater Geraldton and Shire of Chapman Valley including local planning strategies and schemes, the Greater Geraldton Structure Plan, the Moresby Range Management Plan, the Oakajee Industrial Estate Structure Plan and Port Master Plan as well as the Narngulu Industrial Estate Strategic Land Use Directions paper.

10.2.1 Local Planning Schemes

With the exception of industrial zoned land around the Oakajee port area, public purpose zoning around the Geraldton airport and some parks and recreation conservation zonings, the majority of existing land uses surrounding the ONIC within the City of Greater Geraldton and

27


Shire of Chapman Valley occurs within a general rural zoning under each of the respective local planning schemes.

10.2.2 The Greater Geraldton Structure Plan

The Greater Geraldton Structure Plan 2011 provides a guide for future land use planning and development within the Greater Geraldton area. The Structure Plan provides for an indicative ONIC alignment broadly similar to the preferred alignment in this report; and shows future land uses surrounding the ONIC as remaining as rural with a few exceptions.

Development investigation areas are included adjacent to the alignment at White Peak, Yetna, and Moresby-Moonyoonooka. These areas will be considered for future intensification (Greater Geraldton Structure Plan, 2011). White Peak and Yetna future development purposes focus on rural living while the intention of the Moresby-Moonyoonooka area is future residential expansion of the town centre.

All of the boundaries for the development investigation areas will be subject to completion of the ONIC planning and any associated buffers, as well as completion of further planning and approvals for the development investigation areas themselves, such as local planning scheme amendments and EPA approvals, if required.

10.2.3 Moresby Range Management Plan

The Moresby Range lies to the west and north of the ONIC and is currently being managed via the Western Australian Planning Commission’s Moresby Range Management Strategy and the Shire of Chapman Valley’s Moresby Range Management Plan. The management plan area is wholly outside of the Oakajee Narngulu Infrastructure Corridor alignment.

10.2.4 Oakajee Industrial Estate Structure Plan and Port Master Plan

The Oakajee Industrial Estate Structure Plan and Oakajee Port Master Plan were produced by Landcorp and the Geraldton Port Authority respectively, to plan and facilitate coordinated development of the Oakajee Industrial Estate and Port.

It is important to note that as these plans provide the broad strategic overview for the future development of these sites, they therefore remain subject to further detailed planning and design. Consequently, final planning and design of the ONIC will require continued consultation with these agencies to ensure infrastructure delivery is coordinated. The ONIC alignment definition would therefore only be affected in terms of the configuration of the railways entering the Oakajee Industrial Estate, and any consequential route modifications would be wholly within the land already owned by LandCorp. This will take place within the overall guidance of the Oakajee Mid West Project led by the Department of State Development.

10.2.5 Narngulu Industrial Estate

The Western Australian Planning Commission (WAPC) produced the Narngulu Industrial Estate Strategic Land Use Directions paper in May 2010. This document provides direction for the future planning and development of the industrial estate for proponents to use as a guide when preparing proposals for development in the area.

The Directions paper proposed that for precinct C of the Narngulu industrial area, development and subdivision surrounding the ONIC should not be supported until decisions relating to the Corridor are finalised.

10.3 Private residences

A number of private residences, horticultural and agricultural properties run along the Oakajee Narngulu Infrastructure Corridor. The types of land uses along the ONIC are largely rural, with some higher concentrations of

28


properties located in the southern portion of the ONIC (Segment 1) along Geraldton-Mount Magnet Road and east of Cutubury Reserve. The properties in proximity to the Geraldton-Mount Magnet Road intersection largely include horticultural shade houses.

Every effort has been made throughout the planning of the ONIC to avoid and minimise impacts to private property wherever possible. This includes attempts to maintain a reasonable distance between the ONIC and residences to minimise nuisance from noise and vibration, as well as severance to property and the local road network (GHD, 2013).

10.4 European heritage

The Department of Planning has undertaken an extensive consultation process to determine the European heritage values that are found within proximity to the proposed Oakajee Narngulu Infrastructure Corridor. Consultation has occurred with the Department of Mines and Petroleum, City of Greater Geraldton, Shire of Chapman Valley, the National Trust of Australia (WA), State Heritage Office, Regional Heritage Advisory Service and the Australian Heritage Council.

Investigation was also made into possible sites of relevance to the Australian Heritage Council and National Trust using the Australian Heritage Council’s Australian Heritage Database, and the National Trust’s online search tool, with no sites being found close to or within the ONIC.

It is noted that mitigation measures may not be appropriate for some sites; therefore they may need to be removed. If this is the case, additional requirements may apply to the Government agency undertaking disposal under the provisions of the Government Heritage Property Disposal Process. Further information must be sought from the Heritage Council prior to the demolition or disposal of any structure more than 60 years old; on a municipal heritage inventory; or displaying evidence of potential significance in terms of aesthetic, historic, social or scientific value, as they might require further action under the provisions of the property disposal process.

The following tables include those heritage sites that are found in or within close proximity to, the Oakajee Narngulu Infrastructure Corridor project area (Figure 9).

10.4.1 Places on the State Register

The State Heritage Office provided that the following places are on the State Register and are either within or adjacent to, the project area (Table 3 and Figure 9). It was also noted that the places listed in Table 4 are within the project area and are currently on the Heritage Council’s Assessment Program.

The Department of Planning has reviewed these sites and notes that the only site that would possibly be impacted by the Oakajee Narngulu Infrastructure Corridor is the Geraldton-Northampton Railway Precinct. Whilst the ONIC may impact on the culvert, it is deemed to be in very poor, irredeemable condition.

10.4.2 Sites identified through local government municipal inventories

The City of Greater Geraldton and the Shire of Chapman Valley, through their respective municipal inventories, further identified a list of European heritage places that fall within or in close proximity to, the Oakajee Narngulu Infrastructure Corridor (Table 5). These places are defined as ‘other places or listings’ by the State Heritage Office (WA) and do not have any effect on the use and development of land and buildings, however, they may require management or protection as defined under the appropriate scheme. Two of the places identified that will possibly be impacted by the ONIC are the Sievewright Cottage ruin and the Eastern Valley Hotel.

State Planning Policy 3.5 Historic Heritage Conservation and the Government Heritage Property Disposal Process gives clear guidance on the planning and management of places of historic heritage value.

29


Table 3: Places on the State Register near or within the Oakajee Narngulu Infrastructure Corridor

Place no. Place name Impacted by ONIC

475 Coffee Pot and Waggrakine Well No

1259 Geraldton to Walkaway Railway Precinct No

3443 Newmarracarra No

6353 Narra Tarra Homestead, Outbuildings and Cemetery No

13929 Windarra, Moonyoonooka No

Table 4: Places on the Heritage Council’s Assessment Program

Place no. Place name Impacted by ONIC

3390 Narngulu Station Masters Residence No

16296 Wokarina-Naraling-Yuna Railway Precinct Yes

23650 Howatharra Lime Kilns & Stone Ruin Oakajee No

12059 Geraldton-Northampton Railway Precinct

Yes – crosses through – Oakajee Industrial Estate Structure Plan notes that the majority has been cleared or levelled and is intermediate. Whilst the ONIC may impact on the culvert, it is deemed to be in very poor, irredeemable condition.

30


Table 5: Further European heritage sites within close proximity to the Oakajee Narngulu Infrastructure Corridor

Heritage Council WA place no.

Place nameLocal govt management category

Proximity to Oakajee Narngulu Infrastructure Corridor

13935 Eastern Valley Hotel 2

Close proximity – status of site needs to be confirmed, however it should not be impacted by road or rail works if the simple interchange arrangement is adopted.

Greys and Gelirah mine sites

Greys: Close proximity – Department of Mines and Petroleum noted in a submission for the Oakajee Industrial Estate that the exact site is unknown, but is thought to be close to the proposed waste water treatment plant.

Gelirah: A total of eight shafts and one open mine are included in Department of Mines and Petroleum’s inventory. A number of these underground workings are within 100m of the planned 90m wide service corridor and will need to be taken into account during future geotechnical investigations.

6355 White Peak Quarry 5

Close proximity – not within the ONIC alignment, however is in proximity to the North West Coastal Hwy deviation portion of the ONIC (Figure 9).

6356, 6357 Lime Kilns (Howatharra) 3Close proximity – located just north of the ONIC alignment within the Oakajee Industrial Estate buffer on Victoria Location 5663.

6358 Chinaman’s Hut ruins 4Close proximity – located just north of the ONIC alignment within the Oakajee Industrial Estate buffer on Victoria Location 5663

13874 Grave site 7 Close proximity

13876 Rudd’s Gully school site 4A Not affected

16876 Moonyoonooka Catholic Church site

4AClose proximity − located just east of the ONIC (near Geraldton Mount-Magnet Road intersection)

16824 St Martin’s Anglican Church site

4A Within ONIC

17704 Moonyoonoka store 4AClose proximity – located just east of the ONIC (near the Geraldton-Mount Magnet Road intersection)

16886 Sievewright Cottage ruin 7 Within ONIC

16880 Moonyoonooka school site

4AClose proximity – located just east of the ONIC (near the Geraldton-Mount Magnet Road intersection)


31Figure 9: Opportunities and constraints – European heritage

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35


10.5 Native Title

The Oakajee Narngulu Infrastructure Corridor traverses land that is subject to three native title claims. The claimant groups include the Amangu People (NNTT No. WC04/2); Naaguja People (NNTT No. WC97/73); and the Mullewa Wadjari Community (NNTT No. WC96/93).

Each of these claims has been accepted for registration and although they have not been determined, the Native Title parties will have the right to negotiate in any land developments. It is noted however, that Native Title claims would only apply to unallocated Crown land (i.e. the Chapman River crossings) (KBR, 2009), of which there about 14.6 hectares within the ONIC (Figure 10).

Consultation with Native Title claim groups has occurred on heritage matters. Specific consultation on Native Title matters will occur if and when the Government commits to and commences acquisition of the Oakajee Narngulu Infrastructure Corridor.

10.6 Indigenous heritage

An ethnographic and archaeological Aboriginal heritage investigation of the Oakajee Narngulu Infrastructure Corridor was undertaken in 2012 and 2013 by Terra Rosa Cultural Resource Management (Terra Rosa) with the assistance of representatives from the Amangu, Naaguja and the Mullewa Wadjari Native Title claim groups. The survey study area is depicted in Figure 11. Following completion of the Aboriginal heritage survey, minor changes to the ONIC alignment occurred which may require further consideration of Aboriginal heritage issues prior to eventual submission of a section 18 application under the Aboriginal Heritage Act 1972.

Prior to the commencement of the field survey, a search of the Department of Aboriginal Affairs (DAA) Aboriginal Heritage Inquiry System (AHIS) revealed that there were fourteen Aboriginal heritage sites or other heritage places previously registered within the broader study area.

The archaeological and ethnographic field survey did not identify any new Aboriginal heritage sites; however, four registered heritage sites found within the proposed ONIC alignment (or in the case of the rivers, intersected the alignment) were reassessed. While 26 isolated artefacts were identified, none constitutes a site under the Aboriginal Heritage Act 1972.

Any disturbance of the four registered sites (DAA Site ID 30063 (Chapman River); DAA Site ID 30271 (Wkgst01); DAA Site ID 24415 − Buller River; and DAA Site ID 30134 – Piaas03) will require consent form the Minister for Aboriginal Affairs under section 18 of the Aboriginal Heritage Act 1972. A draft section 18 application has been prepared and it is intended that the draft application and supporting survey report will be available for future section 18 processes, as and when required.

10.7 Environmental

The great majority of the project site is cleared agricultural land. Specific environmental constraints will exist at river crossings, a small number of nature reserves and in the vicinity of the Wokatherra Gap where significant flora and aboriginal heritage sites are located (Figure 12). The route also crosses the Chapman River at three locations (GHD, 2013).

Since 2009, the Department of Planning has commissioned a number of environmental studies to inform definition of the ONIC alignment, including:

• Transportation Noise Assessment − Oakajee Narngulu Infrastructure Corridor (Lloyd George Acoustics, 2013);

• ONIC Fauna Survey (Ecoscape, 2010a);

• ONIC Flora and Vegetation Survey (Ecoscape, 2010b); and

• Cutubury Nature Reserve Flora and Vegetation Survey (Ecoscape, 2011).

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A further two studies were commissioned by MRWA for the ONIC, including:

• ONIC Waterways Investigation (MRWA); and

• ONIC Uncaptured Vegetation Biological Survey (GHD, 2013b).

In addition to the above studies, Oakajee Port and Rail commissioned studies of their corridor which has overlapped the ONIC. Where publically available this information has been used to clarify the effect of the ONIC on environmental values and includes:

• OPR Terrestrial Port Development EP Act Assessment Documentation and associated appendices; and

• OPR Rail Development EP Act Assessment Documentation and associated appendices.

The information gained from the above environmental studies is being used to inform development of a draft environmental referral to assist environmental approvals under the Environmental Protection Act 1986 and Environment Protection and Biodiversity Conservation Act 1999.

A summary of key environmental values and possible impacts within and near the ONIC alignment is provided below.

10.7.1 Nature reserves

Cutubury Reserve

The Cutubury Nature Reserve is a 15 hectare ‘A’ Class nature reserve, managed by the Department of Parks and Wildlife (DPAW) and is located approximately 2.5 kilometres north of Moonyoonooka, along both the east and west sides of the Moonyoonooka-Yuna (also known as Narra Tarra-Moonyoonooka Road) Road. It also includes a section of the Chapman River in its eastern section. Cutubury Reserve is located adjacent to the southern portion of the Oakajee Narngulu Infrastructure Corridor.

A flora and fauna study was completed in the spring of 2010, which concluded that there were no threatened or priority ecological communities within the reserve. No declared rare flora (DRF)

was found, but two priority flora, Grevillea triloba (P3) and Thryptomene stenophylla (P2) were observed (Ecoscape, 2011).

Vegetation condition within Cutubury Nature Reserve ranged from completely degraded to very good, but was predominantly found to be degraded (approximately 74 per cent) largely due to the high level of aggressive weed invasion and lack of a native understorey component (Ecoscape, 2011).

DPAW has advised that despite the degraded condition of the Cutubury Reserve, because of the extent of clearing locally, and further to the east, there is unlikely to be land with similar native vegetation composition to the Cutubury Reserve in the Geraldton area (or elsewhere). As a result any impacts on the reserve may be considered significant in relation to impacts on the extent of vegetation communities in reserves.

Alignment options for the ONIC near the Cutubury Nature Reserve are further discussed in section 12.3.3.

Oakajee and Wokatherra reserves

The Oakajee and Wokatherra Nature reserves are also located adjacent to the Oakajee Narngulu Infrastructure Corridor. The Wokatherra reserve is to the south of the ONIC near the Wokatherra Gap; and Oakajee reserve to the north of the ONIC (Figure 12).

Neither of these reserves will be impacted by the Corridor. Management of visual impacts on the Moresby Range will be minimised wherever possible at detailed design stage.

10.7.2 Flora and vegetation

The majority of the proposed Oakajee Narngulu Infrastructure Corridor passes through cleared and/or existing disturbed agricultural land so there will be minimal impact on native vegetation for most of the route. Vegetation and flora surveys were undertaken for the Oakajee Port and Rail project in spring 2009 by Ecologia and for the ONIC in spring 2009 (Ecoscape) and spring 2012 (GHD).

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Based on the vegetation surveys undertaken by Ecologia, Ecoscape and GHD, it is estimated that approximately 181 hectares of native vegetation will be directly impacted by the preferred ONIC alignment. The majority of vegetation that will be impacted by the ONIC occurs within the Oakajee industrial estate (112.87 hectares).

The preferred ONIC alignment will impact on approximately 17 conservation significant species (two declared rare flora and 15 priority flora species −Table 6). Based on native vegetation surveys completed in 2009 and 2012, it is not expected that the preferred ONIC alignment will impact on any threatened ecological communities.

Overall, the most significant impact of the proposed infrastructure corridor was found to be on conservation significant flora species and vegetation communities in the Wokatherra Gap area (Figure 12). Four species of conservation significance and five vegetation communities (which together constitute the Priority Ecological Community ‘Moresby Range Vegetation Association’) of conservation significance are located within the ONIC in the Wokatherra Gap. This is further discussed in Section 12.5 Segment 3 Options considered).

Table 6: Conservation significant species recorded from study area

Species Conservation code

Acacia guinetii P4

Blackallia nudiflora P3

Caladenia hoffmanii R

Diuris recurva P4

Eucalyptus blaxellii R

Geleznowia verrucosa subsp. Kalbarri P3

Grevillea triloba P3

Lasiopetalum oppositifolium P3

Leucopogon borealis P2

Leucopogon sp. Moresby Range P3

Melaleuca huttensis P1

Serichonus gracilipes P3

Stenanthemum divaricatum P3

Thryptomene sp. Moresby Range P3

Thryptomene stenophylla P2

Verticordia densiflora var. roseostella P3

Verticordia penicillaris P4

Source: Ecoscape 2009 & GHD 2013b

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10.7.3 Fauna

Fauna surveys conducted by Ecologia (2006 and 2007), Ecoscape (2010) and GHD (2012) indicated that no species of conservation significance were occupying the remnant vegetation within the Oakajee Narngulu Infrastructure Corridor.

It should be noted however, that while Carnaby’s Black Cockatoo was not recorded in either the Ecoscape or GHD surveys, they have been previously recorded within 10 kilometres of the ONIC.

Based on surveys and anecdotal evidence it is not expected that development of the ONIC will have a significant impact on either the foraging or breeding habitat of the Carnaby’s Cockatoo.

A number of Environment Protection and Biodiversity Conservation Act Migratory listed, Marine listed and/or Wildlife Conservation Act 1950 Schedule 3 listed fauna species are considered to possibly occur in the vicinity of the project area as a result of database searches. While these species are protected under international agreements, many are considered to be of least concern and not under threat. The proposed ONIC is not considered to have a significant impact on the ongoing existence or habitat of these species.

The surveys have indicated that remnant vegetation within the Wokatherra Gap is locally significant fauna habitat. Vegetation located along the remainder of the corridor is not considered to provide significant fauna habitat as it is degraded, small in size and does not possess the required structure or diversity of plant species.

10.7.4 Wokatherra Gap

In order to reach the Oakajee Industrial Estate and Port area, the Oakajee Narngulu Infrastructure Corridor infrastructure components (including the proposed OPR rail) must pass through the Moresby Range at a point known as the Wokatherra Gap. The Wokatherra Gap is a saddle in the range that is significantly

lower than any other crossing point and includes a narrow corridor where limited stands of native vegetation remain and therefore provides an opportune location for which the ONIC (which has now been widened through the Wokatherra Gap to include the proposed OPR rail line) can enter the Oakajee industrial Estate and Port. The criticality of rail grade requirements to allow loaded and unloaded trains to safely enter and exit the Oakajee Port means that this is the only viable location identified for rail to cross the Moresby Ranges.

To assist identification of a preferred alignment through the Wokatherra Gap, the Department of Planning commissioned KBR to undertake a study of potential alignment options through the Wokatherra Gap. As part of that study KBR undertook engineering, European and aboriginal heritage (including an archaeological survey), photo montage and visual assessment, and flora and fauna assessments. The conclusions of the Wokatherra Gap study were:

• a number of Indigenous heritage sites exist in the area and these should be considered significant because they address an aspect of local Indigenous history about which little is known. These artefacts should be avoided if possible and buffer zones should be established around them; and

• a number of conservation significant flora species are present in the Wokatherra Gap area, including two declared rare flora, one Priority 2 (P2), three priority 3 and one priority 4 species. The project area also contains three Environment Protection and Biodiversity Conservation Act (EPBC) listed flora species, an EPBC Act listed fauna species, a priority 1 priority ecological community and an ecosystem at risk (KBR, 2010).

The preferred alignment in this area has been designed to minimise land take and impacts on the environmental, visual and heritage values wherever possible.

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10.7.5 Acoustic and vibration impacts

The Department of Planning commissioned Lloyd George Acoustics to undertake a noise and vibration study of the road and rail line components of the Oakajee Narngulu Infrastructure Corridor to ensure impacts on the environment and community are minimised and managed, as well as ensuring that the proposal meets the relevant State Government legislation and policy objectives.

The study included measurement of the existing noise environment along the proposed Corridor and prediction of future transportation noise and vibration levels (following its construction) to houses located adjacent to the Corridor. Advice on noise mitigation and management was provided where appropriate.

Prediction of future transportation noise levels and potential impacts on 102 nearby houses was based on three different traffic volume scenarios for the road component and six different scenarios for the rail component. For the road component (high growth scenario) of the ONIC it is predicted that noise limits defined in State Planning Policy (SPP) 5.4 Road and Rail Transport Noise and Freight Considerations in Land Use Planning, will be exceeded at six sensitive noise receivers. To achieve policy requirements for those six receivers, four will require façade protection and two will require specialist treatment.

For the rail noise, the extent of compliance with SPP 5.4 is dependent on whether the ONIC rail component is required as part of the primary rail route for transporting iron ore to the proposed Oakajee Port. In the event that the ONIC rail component is not required as the primary rail route for transporting iron ore to Oakajee then no receivers will be expected to exceed limits identified in SPP 5.4.

However, in the event that the ONIC forms part of the primary iron ore rail line to Oakajee, depending on the preferred alignment, it is predicted that between 16 per cent (preferred alignment) and 24 per cent of receivers will exceed limits identified in SPP 5.4.

Based on noise modelling and a draft noise management plan prepared by Lloyd George Acoustics for the ONIC, it is anticipated that any required noise mitigation would involve protection to individual premises rather than the use of noise barriers. In determining the appropriate noise control package, a consultation program would be required which includes surveys of the residences and discussion with the residents following progression of the environmental approval and prior to construction of road or rail infrastructure.

10.7.6 Waterways

The Oakajee Narngulu Infrastructure Corridor crosses the Chapman River at three locations and the Buller River at three locations. Crossing of the Chapman River occurs at the following locations:

• north of Geraldton-Mount Magnet Road;

• just north of Chapman East Road; and again

• just north of Chapman Valley Road.

The ONIC road tie-in to the North West Coastal Highway results in two crossings of the Buller River and the ONIC rail component crosses the Buller to the north west of the proposed Morseby Range Nature Reserve.

The Chapman River crossing north of the Geraldton-Mount Magnet road is heavily vegetated and a ‘bed and banks’ clearing permit will be required prior to construction. Care should be taken at that crossing to minimise vegetation clearing. Hydraulic analysis of the bridge structures is to be undertaken by Main Roads (at the time of preliminary design) and should take into account any environmental effects of river turbulence arising from the structures (GHD, 2013).

Main Roads WA commissioned a waterways investigation for the road component of the ONIC. The waterways investigation was undertaken to determine locations, sizes and estimated construction costs for all water crossings, including floodways, culverts and bridges that will be required for the specified level of service, as well as options for treatment.

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Three bridge structures are required for the proposed road crossings over the Chapman River, whereas a smaller bridge structure is required for the proposed road crossing over the Buller River. It was determined that major culverts are also required for three crossings over major creeks, in addition to nine minor culvert structures, which are required to drain water from minor creeks (MRWA, 2012). The results of this study have been incorporated into further road planning studies being undertaken by Main Roads WA.

10.7.7 Unexploded ordinance

It has been recognised that an unexploded ordnance (UXO) search will need to be undertaken prior to any construction or earthworks activities commencing.

10.8 Engineering and infrastructure assessment

The impacts of the Oakajee Narngulu Infrastructure Corridor on the local road network and the existing rail network have been incorporated into the planning and design considerations; and intersection treatments have been provided for.

Gas network pipelines transect the ONIC in Segment 1 in the south, and Western Power overhead lines further transect the Corridor along the route. Appropriate setback distances and design requirements − to ensure the functionality of both existing and proposed infrastructure is maintained − will need to be accounted for and delivered by the relevant proponent at the final design and construction stages.

Refer to Figure 8 for further information.

10.8.1 OPR Railway

Due to the similar geometry and location requirements for the Oakajee Narngulu Infrastructure Corridor and OPR railways, it has been a key objective to maximise the co-location of the ONIC road and rail with the OPR railway in the northern section (Segment 3).

Co-location in this area is essential to minimise land severance and impact on water courses, flora, vegetation and Aboriginal heritage sites in the area. Co-location is also essential, as a result of the unfavourable topography and resulting deep cuts required to deliver the rail infrastructure through the Wokatherra Gap.

Previous KBR studies led to an agreement being reached with OPR to co-locate the OPR rail and ONIC through the highly constrained Wokatherra Gap area. It is important to note that rail technical studies have consistently concluded that the rail route through the Wokatherra Gap is the most viable route, particularly for the OPR rail. Co-location from south-east of the Broadcast Australia site through the Gap is therefore preferred and securing such an alignment is seen as important from a strategic planning viewpoint.

Further, following Mitsubishi’s decision to suspend work on the OPR project, it has been seen as advantageous to expand the ONIC width from south east of the Broadcast Australia site through to Oakajee in order to accommodate the OPR rail requirements. This would ensure that the OPR rail alignment through the Wokatherra Gap, which has potential to connect to the north-eastern iron ore mines, is secured for its future use.

10.8.2 Geraldton Airport and expansion plans

Development in the proximity of the airport reserve needs to take into account compatibility with the airport and the potential airport business park. The airport’s aerial contours or obstacle limitation surfaces (OLS) must be protected from the infringement of structures and dwellings for the safe operation of aircraft at Geraldton airport.

These height restrictions have been incorporated into the preferred Oakajee Narngulu Infrastructure Corridor alignment plans, particularly the intersection and grade separation at Geraldton-Mount Magnet Road. The obstacle limitation surface for Geraldton Airport’s ultimate development will need to be further considered

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if grade separation of the intersection of the ONIC road and the Geraldton Mount-Magnet Road is to be further progressed in the future.

10.8.3 Broadcast Australia

The 2009 Oakajee Narngulu Infrastructure Corridor alignment proposed by KBR would have had a significant impact on the Broadcast Australia site (Lot 1 Chapman Road, Narra Tarra). This site contains the regional ABC, AM radio transmission facilities with an underground array and antenna. Broadcast Australia advised the Department of Planning that the ONIC would encroach on their infrastructure and operations. Relocation estimates of the site and infrastructure were in the region of five million dollars. This piece of infrastructure has been considered as a hard constraint and alternative plans have been made to avoid impacting on it. This is discussed in Section 12.4.2.

It is important to note that further detailed planning and design will need to consider the impact of the infrastructure onsite and potential interferences in adjacent rail communications systems. Drainage and hydrological impacts of the ONIC road and rail to the east of the Broadcast Australia site, along with site access also need to be considered during detailed planning and design.

10.9 Other issues to be considered in detailed design and construction

Other issues to be taken into account during detailed design and construction include:

10.9.1 Geotechnical/earthworks

Earthworks have been optimised to generate an approximate cut/fill balance between the southern connection of the road and rail and the Wokatherra Gap. It is noted that the rail line has large earthworks west of the Wokatherra Gap − the extent of which will be determined by final design of the Oakajee Port and Industrial Estate. Similarly, earthworks for the road west of the Wokatherra Gap are dependent on final design solutions at North West Coastal Highway.

So far, only limited geotechnical studies have been undertaken by the State Government or OPR through the Wokatherra Gap and near the Cutubury Nature Reserve. Further geotechnical studies are required to better refine ultimate road and rail designs, earthworks requirements and costs for delivery of the Oakajee Narngulu Infrastructure Corridor. It is intended that this work be undertaken at future planning and design stages.

10.9.2 Acid sulphate soils

All of the rivers, creeks and drainage lines within the study area have been mapped and indicate a moderate to high risk of acid sulphate soils. It is important that disturbance of these soils is minimised to avoid potential environmental impacts. This is of particular importance during construction at and around waterways and riparian vegetation where the water table may be closer to the surface and soil sediments may be acidic. It is therefore, essential that soil disturbance is managed in accordance with best practice measures.

10.9.3 Contaminated sites

Two contaminated sites exist within vicinity of the proposed Oakajee Narngulu Infrastructure Corridor, one south east of the study area and one to the south west. The sites identified by the Department of Environment Regulation (previously Department of Environment and Conservation) appear to be outside of the proposed corridor but the exact locations are not known. Locations will need to be confirmed in the detailed design phase through further consultation with the regional Department of Environment Regulation office.

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11. Freight, transport and utilities assessment

11.1 Oakajee Narngulu Infrastructure Corridor capacity analysis

To understand the existing and projected freight and transport tasks in the Greater Geraldton area and the likely timeframes and trigger points for when the road, rail and utilities components of the Oakajee Narngulu Infrastructure Corridor would be required, the Department of Planning commissioned the Oakajee Narngulu Infrastructure Corridor Capacity Analysis Study (GHD, 2013), which investigated the impact that three regional land use and industry development projections up to 2031 (Table 7) would have on projected freight and transport tasks; and the resulting need for the ONIC infrastructure components.

11.1.1 Road

For the purposes of the capacity analysis the assessed road network included Brand Highway, North West Coastal Highway, Geraldton-Mt Magnet Road, Geraldton-Walkaway Road, John Wilcock Link, Chapman Valley Road and the Moonyoonooka-Yuna Road, together with the

Table 7: Impacts of the three regional land use and industry development projections up to 2031

Growth factorsDevelopment projections

1 – Low growth scenario to 2031

2 – Medium growth scenario to 2031

3 – High growth scenario to 2031

Mining activity Existing mines as of 2012Existing and committed mines.

Existing, committed and potential mines

2031 Population 43,900 52,100 115,683

Oakajee PortConstruction to serve Oakajee Industrial Estate but no iron ore export.

Export ~70mtpa Export ~100mtpa

Oakajee Industrial Estate Developed to 10% Developed to 50% Developed to 70%

Land use development 17,560 dwellings 20,038 dwellings 44,493 dwellings

Oakajee Narngulu Infrastructure Corridor road northern section from North West Coastal Highway to Geraldton-Mount Magnet Road and the Geraldton Inner Bypass (also known as the Geraldton North-South Highway). The outcomes of this capacity analysis will be superseded by more detailed traffic model being undertaken by the City of Greater Geraldton and Main Roads WA.

The capacity of existing road network was assumed to be consistent with Road Reserves level of service C where up to 12,000 vehicles per day for one lane in both directions, 18,000 vehicles per day where passing lanes are incorporated and 38,000 vehicles per day for roads with two lanes in both directions.

The medium and high growth projection for the existing road network will result in North West Coastal Highway south of White Peak Road, Brand Highway, and Geraldton-Mt Magnet Road (west of Edward Road) exceeding the level of service C capacity. Geraldton-Mt Magnet Road (west of Edward Road) operates within capacity for the existing road network in the low growth projection.

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The construction of the Oakajee Narngulu Infrastructure Corridor road is forecast to reduce traffic volumes through the centre of Geraldton, but the level of service C threshold would still be exceeded on North West Coastal Highway south of Chapman Valley Road and north of Utakarra Road; and on Brand Highway south of Geraldton City Centre.

Regardless of the timing for development of the Oakajee Port the driver for construction of the road component of the Oakajee Narngulu Infrastructure Corridor is the need for it and a connection through to Brand Highway to form part of a bypass for diverting heavy vehicles away from the Geraldton town centre and surrounding residential areas.

The heavy vehicle analysis undertaken as part of this study suggests that the North West Coastal Highway (north of Utakarra Road) already experiences an unacceptably high number of heavy vehicles and without the Oakajee Narngulu Infrastructure Corridor there would also be an unacceptably high number of heavy vehicles travelling on Brand Highway by 2018 (low growth projection). This could be considered as the trigger point for the ONIC road. For the purposes of the capacity analysis GHD assumed that a threshold of one heavy vehicle every 30 seconds is considered to be the trigger when heavy vehicle volumes are at a level where amenity and the safety of other road users may become a factor that requires the provision of alternative routes for heavy vehicles.

It is forecast that traffic resulting from the low and medium growth scenarios would be within the capacity of a single lane road in the Oakajee Narngulu Infrastructure Corridor (in both directions) however the high growth scenario would result in the 12,000 vehicle threshold being exceeded in the northern section of the Corridor by 2030 and by 2025 in the middle and lower sections.

While the analysis suggests that the traffic volumes predicted in the low and medium growth scenarios do not require an upgrade beyond a single lane in each direction, the growth in traffic volumes does indicate that the

standard of the road would need to be upgraded to accommodate an increase in traffic using the Oakajee Narngulu Infrastructure Corridor road.

Additionally, the analysis indicates that the Oakajee Narngulu Infrastructure Corridor road is strategically important for forming a component of the proposed Geraldton Outer Bypass, which will remove freight and traffic pressure from Brand Highway, south of the Geraldton-Mt Magnet Road. Furthermore, the analysis indicates that under the low, medium and high growth scenarios and with or without the ONIC, the capacity of the existing two lane North West Coastal Highway though the inner city area will be exceeded and will require upgrading.

11.1.2 Rail

The need for and timing for development of rail infrastructure within the Oakajee Narngulu Infrastructure Corridor is dependent on a number of key drivers, including continued growth and investment in in the Mid-west’s iron ore mining sector, development of the Oakajee Port and Industrial Estate and the configuration of the rail network to connect iron ore mines to the Oakajee Port.

It is anticipated that planned mining activities in the south east and north east mining sectors will present a significant change in the region, and subsequently impact the region’s requirements for the existing and future rail infrastructure network of the Mid-West.

Planned mining activities and associated freight tasks are expected to exceed the capacity of the existing State-owned rail network (currently leased to Brookfield Rail) and Geraldton Port. This will require the development of Oakajee Port and supporting rail infrastructure in the short-term; and operation of both the Oakajee Port and supporting rail infrastructure in the medium-term.

Once construction of the Oakajee port commences, the ONIC rail will only need to be constructed if the Corridor forms a component of the initial rail infrastructure required to transport iron ore to Oakajee.

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There is a multitude of possible rail options for connecting iron ore mines to Oakajee, with the preferred alignment ultimately being a decision for Government and the rail proponent(s).

For the purposes of the capacity analysis, six possible rail options from the Mid West iron ore mines to Oakajee were assessed for implications on the need for rail within the ONIC.

It is acknowledged that if the rail alignment that was proposed by Oakajee Port and Rail or portions of it, including the link between it and the existing Brookfield rail line (to the west of Mullewa) was to proceed, then it is unlikely that the ONIC rail would be required until such time as it is required to complement the capacity of the iron ore rail network (medium and high growth scenarios).

Furthermore, estimations of the amount of break bulk product likely to be produced at the Oakajee Industrial Estate means that it is unlikely on its own to warrant the construction of rail within the ONIC. The capacity analysis undertaken by GHD notes that in order to warrant rail, both industrial estates will need to be highly developed under either the medium or high growth scenarios.

In the event that the rail alignment proposed by OPR does not proceed to development and an alternate rail line is developed within the ONIC as a component of the rail network utilised for transporting iron ore to Oakajee, it is acknowledged that a single rail line within the ONIC would be sufficient for accommodating a freight task of up to 60 mtpa.

It is therefore, expected that one rail line within the ONIC, with provision of suitable passing loops and track and rolling stock configuration would be sufficient to accommodate the freight needs expected to be generated by the low and medium growth projections. For the freight volumes (up to 77mtpa) predicted under the high growth projections, it is anticipated that two rail lines within the ONIC would be required.

11.1.3 Utilities

The need and timing for development of utilities infrastructure within the Oakajee Narngulu Infrastructure Corridor is dependent on a number of key drivers, including development of the Oakajee Port and Industrial Estate, mining activity and land use change and development near the ONIC.

Based on the capacity analysis, it is considered unlikely that any utilities infrastructure would need to be constructed in the ONIC under the low growth projections scenario.

Possibly the only utility infrastructure that might be constructed under the medium growth scenario would be a slurry pipeline to transport magnetite slurry to Oakajee, and feedwater infrastructure connecting the Allanooka and Casuarina borefields to the Oakajee Industrial Estate. The slurry pipeline however, would be dependent on the Oakajee Port being developed and a proponent initiating the need for a slurry pipeline. Similarly the feedwater infrastructure would also depend upon the need being identified by an industry proponent within the industrial estate.

The need to construct utilities infrastructure within the ONIC is most likely under the high growth scenario, when the Oakajee Port as proposed by OPR and the Oakajee Industrial Estate are nearing full capacity and or significant development or land use change occurs near and/or adjacent to the ONIC.

There are no definitive plans for the construction of water, sewer, gas or telecommunications infrastructure within the Oakajee Narngulu Infrastructure Corridor as the need and timing for such infrastructure is most likely to be driven by land use change or development near the ONIC.

Due to the location of mining projects and the location of the possible sources of infrastructure services, it is unlikely that the ONIC will be required to provide access for mining projects to utilities and services, with the exception being the possible location of slurry pipeline(s) in the corridor to connect south eastern mines to Oakajee.

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Despite limited demand to construct utilities infrastructure within the ONIC in the short to medium term, the obvious advantages (i.e. minimising land fragmentation, avoiding duplication and having a corridor project ready) of securing the land required for utilities infrastructure as part of the ONIC remains.

In addition, it is necessary to designate practical corridor allocations for these utilities, to avoid one or more going ahead on its own authority on a self-chosen route that compromises geometry of the major road and rail components. An example was the (withdrawn) application for a Miscellaneous Licence under the Mining Act potentially for a railway (or conveyor system) covering the whole of the Oakajee Narngulu Infrastructure Corridor.

At the time of completion of the Capacity Analysis power infrastructure was not being considered for inclusion within the ONIC. However, Western Power has since expressed an interest to include 330kv infrastructure either within or next to the ONIC. Timing and need for power infrastructure within the ONIC will be dependent on the staging and sequencing of development of the Oakajee Port and Industrial Estate.

11.2 Strategic road network

The Oakajee Narngulu Infrastructure Corridor is proposed to form part of a Geraldton Outer Bypass, which will connect into and be an integral part of the regional road network, reducing regional traffic pressure on sections of Brand Highway and North West Coast Highway in the inner city area of Geraldton, and providing for efficient access to the Oakajee Port and Industrial Estate.

It is proposed that the Geraldton Outer Bypass will consist of the Oakajee Narngulu Infrastructure Corridor road component as well as the southern connection from the ONIC to Brand Highway.

The existing Moonyoonooka-Narngulu Road, east of the airport, provides an important link into the Narngulu Industrial Estate from the Geraldton-Mt

Magnet Road. This link is planned to be retained as a future, high standard, district distributor road and provides a connection between the Oakajee Port and Industrial Estate and Narngulu industrial estate.

It has been suggested that the Moonyoonooka-Narngulu Road could form part of the extension of the Geraldton Outer Bypass (i.e. primary regional road) south of the Geraldton-Mt Magnet Road and link to Brand Highway via Rudd’s Gully Road. However, this route passes through the Narngulu Industrial Estate and functions as an internal access road for the industrial estate and there is an existing level crossing at the freight railway line. It would be very difficult to upgrade this link to an acceptable standard and it would duplicate the role and function of the southern section of the Geraldton North South Highway between Brand Highway and the Geraldton-Mt Magnet Rd.

It should be noted that Main Roads WA is undertaking a review of the Brand Highway corridor and conducting further investigations as to the most appropriate alignment between Geraldton and Dongara in order to determine the long-term alignment of the Highway. The outcome of this review may impact on how the Oakajee Narngulu Infrastructure Corridor road alignment is connected with the Brand Highway.

11.3 Strategic rail network

It is proposed that the Oakajee Narngulu Infrastructure Corridor rail will have an east and westbound tie-in to the existing Brookfield rail network (forming a rail ’triangle’) and a connection into the proposed OPR rail line has also been allowed for within the ONIC (Figure 1), also including a rail triangle.

The ONIC width has also been expanded to incorporate the OPR rail alignment, from south east of the Broadcast Australia site through the Wokatherra Gap to Oakajee, (Figure 1). This will ensure that the proposed OPR rail alignment, an important component of the future strategic rail network of the Mid West, is secured for the future and not impacted by competing land uses.

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12. Alignment options considered

The Oakajee Narngulu Infrastructure Corridor has been incorporated within planning documents since 1999. Since then it has been subject to numerous studies and iterations to ensure that the alignment meets current requirements and objectives. This section outlines the options considered to date; the issues and planning considerations within those options; and their advantages and disadvantages. This section is structured by the location of the issues and options in a south to north order. The Oakajee Narngulu Infrastructure Corridor has subsequently been broken up into four segments.

Options considered to date include:

1. The foundation alignment – 1998 Westrail Route

Segment 1:

2. Southern rail alignment and tie-in point

- KBR 2009 Southern Rail alignment and tie-in point

- GHD 2013 Southern tie-ins – rail options

3. Southern road alignment and tie-in point

- KBR 2009 Southern road alignment and tie-in point

- GHD 2013 Southern road alignment and tie-in point

- Connection into Narngulu (Landcorp)

4. GHD Geraldton-Mount Magnet Road Intersection Connections

- KBR 2009

- GHD 2013 options

5. Cutubury Reserve Options

- GHD 2013 – options 1, 2, 3

Ultimately, the role and function of the ONIC in relation to the broader rail network still needs to be determined by the Government and rail proponents and, to some degree may be influenced by a number of agreements, policies, access arrangements and procedures that are either currently in place or in the process of being finalised or developed in regards to the ownership and operations of the rail network in the Mid West.

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Factors considered in selecting this alignment included:

• minimising river crossings;

• favourable topography and achieving an effective 1:150 grade for the railway;

• avoidance of small landholdings, property fragmentation and disruption to land use;

• avoidance of existing or potential intensive land uses such as horticulture, urban and industrial areas;

• favourable geotechnical conditions;

• balancing cut and fill requirements;

• location along existing road reserves; and

• avoidance of areas of environmental and heritage significance.

Further investigation into the 1998 Westrail alignment highlighted some issues that required further revision and study to ensure that the alignment reflected current context and requirements, including the Oakajee Mid West Development Project (Port, Industrial Estate and east west OPR rail line).

Some issues identified with the 1998 corridor included:

• termination with Geraldton-Mt Magnet Road/Geraldton Southern Transport Corridor;

• proximity to Chapman River;

• Obstacle limitation surfaces at Geraldton Airport;

• connectivity for road, rail and power;

• existing recent subdivisions; and

• coordination with proponents’ east west alignments (known as OPR’s rail alignment).

In 2009 the Department of Planning commenced a review, analysis and design of multiple route options and intersection connections for the Oakajee Narngulu Infrastructure Corridor, using the 1998 Westrail alignment as a starting point.

Segment 2:

6. Mid-north alignment – Moonyoonooka-Yuna Road to entrance of Wokatherra Gap

- KBR 2009 Option 1 (following Westrail alignment)

- KBR 2009 Option 2 (following Morrell Road)

7. Broadcast Australia Site Options – mid-north

- GHD 2013 – A and B

- OPR B1 option

Segment 3:

8. Wokatherra Gap Alignment

- KBR 2010 options 1, 2 and 4

Segment 4:

9. Oakajee Industrial Estate Rail Alignment

10. Oakajee Industrial Estate Road Alignment – connection to North West Coastal Highway

12.1 Foundation alignment

The 1998 Westrail Alignment was planned to accommodate a 40-metre wide, single narrow gauge rail link from the Oakajee Industrial Estate to the existing Mullewa-Geraldton rail line. Although planning incorporated an additional reserve for services, this portion was not formally assessed by the Environmental Protection Authority and approvals were provided for the rail portion only in 1998.

The 1998 Westrail alignment was proposed to run north from the Geraldton-Mullewa rail line, crossing the Geraldton-Mount Magnet Road, approximately 400 metres to the west of the Moonyoonooka-Yuna Road. After crossing the Chapman River the alignment than travelled to the west of the Moonyoonooka-Yuna Road and the Chapman River and to the east of the Moresby Range. The alignment then passed through the Wokatherra Gap and headed westerly to the Oakajee Industrial Estate. The alignment is shown in yellow in Figure 13.

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12.2 Current investigations

This section provides an overview of the major studies completed to define the preferred alignment for the Oakajee Narngulu Infrastructure Corridor; outlining the key issues that required further investigation in subsequent studies; and the advantages and disadvantages of each option.

The major studies completed to define the ONIC route were:

• Kellogg Brown and Root (KBR) (2009) Options and Design for the Oakajee Narngulu Infrastructure Corridor;

• Kellogg Brown and Root (2010) Analysis of the Oakajee Narngulu Infrastructure Corridor through the Wokatherra Gap; and

• GHD (2013) Oakajee Narngulu Infrastructure Corridor Route Investigation Report.

An outline of the alignment options considered in these reports is provided below, in order of the location of each option and by dividing the Oakajee Narngulu Infrastructure Corridor alignment into four segments as noted in Figure 13.

• Segment 1: Geraldton-Mullewa rail line through to the southern cadastral boundary of Lot 61.

• Segment 2: Southern cadastral boundary of Lot 61 through to third crossing of Chapman River.

• Segment 3: Third crossing of Chapman river through to Carey Road.

• Segment 4: Carey Road through to Oakajee Industrial Estate.

12.3 Segment 1 – Geraldton-Mullewa rail line through to the southern cadastral boundary of lot 61

issues

Engineering:

• Location, direction and grade of existing road and rail tie-in points.

• Geraldton-Mount Magnet Road interchange.

• Geraldton Airport obstacle limitation surface constraints.

• Crossing of the Chapman River.

• Traffic demand and intersection configuration.

• Relationship of drainage treatments between the road and rail.

• Tie-in to existing rail line.

• Tie-in to the existing road network.

Social:

• Minimising land take and severance where the ONIC runs parallel to Moonyoonooka–Yuna Road.

• Minimise impacts on property and business.

• Avoiding/minimising impacts on Aboriginal and European heritage sites.

Environmental:

• Avoiding/minimising impacts on Cutubury Nature Reserve.

• Avoiding/minimising impacts on Chapman River and its associated vegetation.


49Figure 13: Study segments and options considered to date

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12.3.1 Southern rail connection to existing network

Issue: Rail tie-ins to existing Geraldton-Mullewa line and Geraldton Airport obstacle limitation height requirements.

The 1998 corridor terminated on the existing Geraldton-Mullewa rail line, just east of Geraldton Airport, running north along the eastern boundary of Geraldton Airport and crossing the Geraldton-Mt Magnet Road at the north eastern corner of the airport, approximately 400 metres west of the Moonyoonooka-Yuna Road intersection (KBR, 2009).

This was not considered to be a suitable location for the rail line because a grade-separated crossing of the Geraldton-Mt Magnet Road is impracticable due to severe obstacle limitation surface constraints at the airport, and unfavourable topography in the area. Further, the Geraldton Airport Masterplan notes the runway may expand further east, closer to the intersection. Additionally, a possible use of the Oakajee Narngulu Infrastructure Corridor could be for freight from mines to the south east of Geraldton that would be better served by a route connecting with the existing Geraldton-Mullewa rail line further to the east (KBR, 2009).

To overcome the obstacle limitation surface and rail tie-in limitations of the 1999 corridor alignment, the 2009 KBR report proposed locating the ONIC alignment further to the east, to the immediate west of the Moonyoonooka-Yuna Road intersection.

In 2013, GHD further developed a conceptual design for connecting the ONIC rail line into the existing rail line. Connections to the existing railway have been provided for both westbound (towards Geraldton) and eastbound (towards Mullewa) directions, thus forming a triangle or wye junction (Figure 14).

It is highly desirable that connections between railways (turnouts) be constructed on tangent (straight) sections of track. The connections between the ONIC and the existing rail were therefore located on a tangent section of

the existing track, clear of the Aurizon yard connections. This has been incorporated into the final plans.

Radii adopted for the sweeps are dictated by train speed and the consequent wear on rail heads and wheel flanges. A minimum radius of 700 metres is therefore provided for within the plans.

12.3.2 Southern road connection to existing network

Issue: Road tie-in to the existing networks and Geraldton Airport obstacle limitation height requirements.

Options considered

KBR 2009 – ONIC road terminates west of the Geraldton Airport at Deepdale Road.

GHD 2012 – Shift the ONIC road east. ONIC road terminates east of the Geraldton Airport, adjacent to the current Moonyoonooka Yuna Road intersection and proposed ONIC rail.

KBR 2009

Based on the 1998 Westrail corridor, a road as part of that corridor would have terminated on the Geraldton-Mt Magnet Road, approximately 400 metres to the west of the Moonyoonooka-Yuna Road intersection (KBR, 2009).

In 2009, a road using the 1998 Westrail alignment was not considered the optimum location for the road intersection because major users of the Oakajee Narngulu Infrastructure Corridor would be vehicles from the south (via the north-south route and the Geraldton Southern Transport Corridor) and there would be an additional distance required to travel to the ONIC (KBR, 2009).

A revised location for the ONIC road (Figure 13) was proposed, which connected directly with the Geraldton Southern Transport Corridor at Deepdale Road west of the airport, to provide an attractive bypass and easy connection into the Narngulu industrial site. The revised location

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relative to the 1998 Westrail alignment reduced travel distances by approximately two kilometres (KBR, 2009).

This alignment then passed over the Chapman River in a north-easterly direction before meeting the rail corridor north of the Cutubury Nature Reserve and close to Moonyoonooka-Yuna Road approximately five kilometres north of the Geraldton-Mt Magnet Road. The alignment was west of the 1998 corridor in order to maintain the Moonyoonooka-Yuna Road as a possible first stage access to Oakajee and ultimately a service road for property access (KBR, 2009).

As this option did not co-locate with the rail, impacted on more landholdings and posed potential engineering and traffic issues, the road alignment remained subject to further review.

GHD 2013

Further investigation of the western road alignment connection (at Deepdale Road) occurred over 2011/12, which recognised the Oakajee Narngulu Infrastructure Corridor’s function as part of an outer bypass north of Geraldton-Mount Magnet Road and the importance in linking the two industrial estates. After review, the concept of providing the major intersection west of the airport was rejected due to engineering concerns with the Chapman River crossing, the complex road network at the intersection with Geraldton-Mount Magnet Road, associated traffic impacts including interaction of freight, airport and local traffic, planned future land uses in the immediate vicinity and the significant impact of grade separation in this vicinity (GHD, 2013).

Subsequent consideration by the City of Greater Geraldton and Main Roads WA indicated that the ONIC road, from North of the Geraldton-Mt Magnet Road, should run parallel to the ONIC railway. This option allows the flexibility for vehicles travelling south along the ONIC, to continue through to the Narngulu Industrial Estate via the existing Moonyoonooka-Narngulu Road.

This concept provided a number of significant benefits:

• ONIC road and rail are co-located;

• simple intersection with Geraldton-Mt Magnet Road;

• less interaction/conflict of freight, airport and local traffic;

• opportunities for road linkage to the south; and

• space to provide for future grade separation.

A drawback of this concept is that the crossing of the Chapman River is skewed, thus requires a longer and more complex bridge structure and longer approaches; and existing properties along Geraldton-Mount Magnet Road remain impacted.

Issues

• Geraldton-Mount Magnet Road interchange;

• Location of the rail to the east of the road;

• Avoiding impacts on existing heritage sites; and

• Crossing of the Chapman River.

Options considered

Intersection 1, Option 1 – Diamond interchange with priority given to the Oakajee Narngulu Infrastructure Corridor road

Intersection 1, Option 2 – Parclo interchange located further west


Intersection 1, Option 4 – Quadrant links

Intersection 1, Option 5 – Free flowing intersection, with reservation requirement that includes both ‘at grade’ and ‘grade-separated’ options.

Four options for the ONIC road/Geraldton-Mount Magnet Road intersection design were originally proposed by GHD, as seen above. Due to topography and rail design requirements (rail grade and alignment must be maintained),

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Figure 15a: Geraldton-Mount Magnet Road intersection options


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Proposed intersections options supplied by: GHD (2012)


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all options considered at this intersection have the ONIC rail passing under Geraldton-Mount Magnet Road to the east of the ONIC road.

The four intersection options considered are outlined below (Figure 15a). Following review of the four options, a fifth option was proposed by Main Roads to increase flexibility for the intersection design.

Discussion of options considered:

Intersection 1, Option 1 – Diamond interchange with priority given to the Oakajee Narngulu Infrastructure Corridor Road

This option required the ONIC Road to move west away from the railway, thereby losing the benefits of co-location. The option required a substantial land take from the horticultural area on the north side of Geraldton-Mount Magnet Road. An alternative with the Geraldton-Mount Magnet Road having priority was rejected as the ramps would have extended over the ONIC rail and interfered with the intersection of Geraldton-Mount Magnet Road with Moonyoonooka-Narngulu Road and Moonyoonooka-Yuna Road.

Intersection 1, Option 2 – Parclo interchange

This option allows free flow for both Oakajee Narngulu Infrastructure Corridor Road and Geraldton-Mount Magnet Road. This option placed the ONIC Road further west again. The river crossing was forced to a location potentially subject to erosion, and a substantial land take was required on both sides of Geraldton-Mount Magnet Road.


This option placed the interchange close to the east boundary of Geraldton Airport. The river crossing was in a more suitable location but the interchange interfered with the airport obstacle limitation surface and precluded future airport expansion plans. A substantial land take was required on both sides of Geraldton-Mount Magnet Road.

Intersection 1, Option 4 – Quadrant links

Ramps linking the Oakajee Narngulu Infrastructure Corridor Road with Geraldton-Mount Magnet Road (with a T-junction at each end) could be provided in a number of configurations. With a single two-way ramp provided in the north-west quadrant recommended.

The single two-way ramp intersection in the north-west quadrant facilitates the interchange as close as possible to the ONIC railway and ensures that the interchange is contained wholly west of the railway to minimise the number of bridge structures and impacts on the local road network (especially Moonyoonooka-Yuna Road).

This layout minimises land take but requires vehicles to make right turns into and out of Geraldton-Mount Magnet Road. This in turn requires provision of a wide median in that road. The addition of a second link in the south-west quadrant enables all movements from the Geraldton-Mount Magnet Road into the ONIC to be accomplished by left turns.

Intersection 1, Option 5 – Free flowing intersection, with reservation requirement that includes both ‘at grade’ and ’grade-separated’ options

Following further consideration of the possible intersection designs for the Geraldton-Mount Magnet Road/ONIC intersection, Main Roads WA proposed a fifth option − a free flowing intersection design (blue road in Figure 15b).

This design was preferred as it provided the least possible impact on the adjacent airport land, and adopted an intersection design that was best suited to the predicted traffic levels. Further, Main Roads WA noted that planning for the Geraldton-Mount Magnet Road/ONIC intersection should be based upon the future, long-term regional road network, which includes the ONIC forming a component of the Geraldton Outer Bypass. This proposed intersection configuration would provide priority for a direct Geraldton-Mount Magnet Road to ONIC link, with the Moonyoonooka-Narngulu Road connection

55


Figure 15b: Geraldton-Mount Magnet Road Preferred Intersection Option

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being retained as a district distributor road for access into the Narngulu Industrial Estate from the east.

A review of the capacity analysis undertaken by GHD indicates that the future traffic volumes on Geraldton-Mount Magnet Road east of the airport and on the Outer Bypass at the future intersection location will be significantly less than those further west in the City area (i.e. high growth 19,000 vehicles per day, low growth 7,000 vehicles per day). The traffic volume estimates indicate that planning for grade separation of the future Outer Bypass and Geraldton-Mount Magnet Road intersection would be difficult to justify. Main Roads therefore suggested that the reservation for the future intersection configuration should make provision for an ‘at grade’ solution.

Following consideration of all previous intersection options, in comparing the Oakajee Narngulu Infrastructure Corridor road reservation requirements for Option 5 (at grade) and Option 4 (grade-separated), including provision for service roads, Main Roads found that there would only be a marginal difference in reservation requirements, predominantly in the south-west quadrant.

In light of the marginal reservation difference between options 4 and 5, it is Main Roads’ preferred strategy to adopt a reservation requirement that accommodates both options (Figure 15b). This approach will retain planning flexibility for the future.

12.3.3 Cutubury Nature Reserve

Issue • Avoiding / minimising impacts on Cutubury Nature Reserve.

• Minimising land take and severance where the Oakajee Narngulu Infrastructure Corridor runs parallel to Moonyoonooka Narra Tarra Road.

Options considered

Segment 1, Option 1 – Retain KBR 2009 alignment and avoid Cutubury Nature Reserve

Segment 1, Option 2 – Revise KBR 2009 alignment. Shift the road, rail and utilities corridor to align with the existing Moonyoonooka-Yuna Road, impacting the western half of Cutubury Nature Reserve.

Segment 1, Option 3 – Alignment is parallel to Moonyoonooka-Yuna as far as possible, while completely avoiding the Cutubury Nature Reserve.

The Cutubury Nature Reserve is an ‘A’ class reserve of approximately 15 hectares, protected and managed by the Department of Parks and Wildlife. The 2009 KBR alignment avoided the Cutubury Nature Reserve by crossing the Chapman River in the southern end, moving westwards around Cutubury Nature Reserve and then returning eastwards to realign with the existing Moonyoonooka-Yuna Road to the north of the reserve. While this avoided unfavourable topography around the Cutubury Nature Reserve, as well as the reserve itself, it resulted in increased severance and impacts to surrounding landowners, property and infrastructure. As a result, the Department of Planning requested GHD to investigate alternative route alignments in this area.

It is important to note that the road, rail and utilities portion of the corridor remain co-located in all three options (Figure 14).

57


Discussion of options

Segment 1, Option 1 − Retain KBR 2009 alignment and avoid Cutubury Nature Reserve (westernmost alignment shown in Figure 14).

Advantages

• Avoids hill adjacent to Cutubury Nature Reserve, thereby avoiding increased earthworks and costs;

• Provides a workable solution;

• Avoids Cutubury Reserve completely;

• Will avoid additional environmental impact assessment and approvals processes for the ‘A’ class reserve.

• Provides least amount of noise impact upon the rural subdivision to the east of Moonyoonooka-Yuna Road..

Disadvantages

• Significantly larger land requirement

• Additional length to road, rail and services required to avoid hill and reserve

• Increased impact to landowners in the area, including residences, business and infrastructure.

(GHD, 2013)

Segment 1, Option 2 − Revise KBR 2009 alignment. Shift the road, rail and utilities corridor to align with the existing Moonyoonooka-Yuna Road, impacting the western half of Cutubury Reserve (eastern most alignment shown in Figure 14).

Advantages

• More direct route, creating less road, rail and utilities length (approximately 380 metres shorter).

• Overall land requirement similar to Option 1, however less severance and fragmentation to property.

• Less impact to landowner properties and businesses.

• Follows the existing Moonyoonooka-Yuna Road.

• Geometry for ONIC road and rail improved.

Disadvantages

• Increased earthworks required to go through unfavourable topography.

• Longer bridge structures likely to be required as alignment will cross the Chapman River in the south at a larger skewed angle, larger impact to riparian vegetation and erosion potential.

• Impacts on the western half of the Cutubury Nature Reserve.

• Further environmental impact assessment and environmental approvals likely to be required.

• Excision of land from the Cutubury Nature Reserve will require approval of both houses of parliament.

• Service roads portion of the corridor may require additional earthworks.

• Less impact to landowners, however properties and infrastructure will still be impacted, particularly Lot 100.

• The ONIC service corridor will run over the top of the hill on Lot 2272. This may cause issues for access to buried services for construction and maintenance.

• Less land required and a shorter alignment, however, need for greater earthworks and longer crossings at the Chapman River mean that this alignment will be approximately $8.5 million more expensive (note: this estimate is based on construction and earthworks costs and does not include factors such as land acquisition and compensation factors. Furthermore, the estimate has been made in the absence of geotechnical work).

• As this option is the closest to the subdivision on the eastern side of Moonyoonooka-Yuna Road, it will provide the greatest noise impacts.

(GHD, 2013)

As Segment 1, Option 2 was more expensive and likely to result in significant environmental and parliamentary approvals processes, a third option was considered.

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Segment 1, Option 3 − Alignment between the original KBR 2009 alignment (Option 1) and the revised alignment (Option 2) − parallel to Moonyoonooka–Yuna Road as far as possible, while completely avoiding the Cutubury Nature Reserve (middle alignment shown in Figure 14).

Advantages

• Option 3 is approximately 230 metres shorter than the original proposed alignment (Option 1).

• Lower impact on land requirements then the original concept, but not as good as Option 2.

• Similar land take to Option 2, however with more remnant lots created.

• No impact to Cutubury Nature Reserve.

• Provides less noise impacts than Option 2.

Disadvantages

• Impact to property and buildings on Lot 100.

• Longer bridge structures likely to be required as alignment will cross the Chapman River in the south at a larger skewed angle, larger impact to riparian vegetation and erosion potential.

• Horizontal geometry is inferior in comparison to options 1 and 2.

• Deep cuts and earthworks required.

• Additional earthworks for service roads may be required.

• The ONIC service corridor will run close to the top of the hill on Lot 2272, which may cause issues for access to buried services for construction and maintenance.

• Higher quantities of cut and fill required for this option, and a more expensive Chapman River crossing result in an additional cost of approximately $22 million more than Option 1 and $14 million more than Option 2 (note: this estimate is based on construction and earthworks costs and does not include factors such as land acquisition and compensation factors. Furthermore, the estimate has been made in the absence of geotechnical work).

• Will result in more noise impacts on the subdivision to the east than Option 1.

(GHD, 2013)

On the basis of avoiding the Cutubury Nature Reserve, engineering criteria and costs, Option 1 remains preferred. Taking land requirements into account, Option 2 is superior at a slightly higher cost. Option 2 however, requires the corridor to pass through the Cutubury Nature Reserve. Option 3 avoids the reserve but is a significantly higher cost. Option 1 is therefore recommended as the preferred alignment around the Cutubury Nature Reserve.

12.4 Segment 2 − Southern cadastral boundary of Lot 61 through to third crossing of Chapman River

Issues

Engineering:

• Alignment and profile of the OPR Railway.

• Connection to the local road network at Chapman Valley Road and Morrell Road.

• Presence of the Broadcast Australia site, which has been treated as a serious constraint.

• Topography.

• Chapman River crossings.

• Traffic demand and configuration.

• Relationship of drainage treatments between the road and the rail.

Social:

• Minimising land take and severance of private land.

Environmental:

• Minimising impacts to remnant vegetation.

• Avoiding / minimising impacts on the Chapman River and its associated vegetation.

Policy:

• Desire of Government and local government to co-locate the ONIC road and rail and the OPR rail as closely as possible.

(GHD, 2013)

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Figure 16: Planning Considerations – Segment 2

Broadcast Australia options

Local road connections

Chapman River crossings

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Segment 2 - option 2 (KBR 2009)

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Proposed ONIC alignment supplied by: Department of Planning (2013) based on GHD ONIC road and rail designs (2013)

OPR proposed rail supplied by: Oakajee Portand Rail (2012)

Native vegetation data based on surveysundertaken by: Ecoscape (2010), GHD(2013) and Ecologia (2010)

DRF priority flora supplied by: Ecoscape (2010)and GHD (2013)

Aboriginal heritage sites supplied by: Department of Aboriginal Affairs (2012)

Sensitive noise receptors supplied by: Department of Planning (2011)


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12.4.1 Co-location of Oakajee Narngulu Infrastructure Corridor with OPR Rail and proximity to existing roads

Issue • Maintaining flexibility for future rail connections to the Oakajee Industrial Estate and Port.


• Desire of government and local government to co-locate the Oakajee Narngulu Infrastructure Corridor road and rail and the OPR rail as closely as possible.

Options considered

Segment 2, Option 1 – Follow previous Westrail alignment

Segment 2, Option 2 – Realign ONIC to align with Moonyoonooka-Yuna Road and OPR rail plans


Segment 2, Option 1

Initial plans from KBR 2009 proposed that the Oakajee Narngulu Infrastructure Corridor be aligned approximately on the previous 1998 Westrail corridor, with some minor realignment in order to minimise the effect on the Chapman River environment, reduce severance of land on Moonyoonooka–Yuna Road and enable staging of the road and road intersections.

Grade-separated crossings (road over rail) were proposed at Chapman Road and Chapman Valley Road with level crossings used as a staging measure, if required.

Segment 2, Option 1 (Figure 16) was presented to a technical reference group (consisting of representatives from Department of Planning, Main Roads WA, Public Transport Authority, Shire of Chapman Valley, City of Greater Geraldton and Landcorp) for review. The group requested further investigation into an alternative alignment (KBR, 2009).

Segment 2, Option 2

A more eastern corridor in this segment was originally proposed by the Shire of Chapman Valley in 2008. This had some advantages in minimising the number of culvert crossings as the western route passes across a number of watercourses. This option was originally considered but rejected because the:

• 1999 corridor, although non-statutory, has community expectation to be constructed; and

• eastern route is longer and requires an additional two road and two rail river crossings.

The northern rail line option and corridor however, was then chosen by the State to develop to the Oakajee project, creating a need to co-locate the proposed OPR rail line with the ONIC throughout the northern section of the alignment (KBR, 2009).

Option 2 (Figure 16) deviates from the previous 1998 Westrail alignment from just south of East Chapman Road, heads north across the Chapman River and then runs parallel to and west of Morrell Road. Option 2 passes a deviated Chapman Road and Chapman Valley Road. It then turns west to cross the Chapman River again approximately four kilometres east of the Wokatherra Gap, where it re-joins Option 1 (KBR, 2009).

An analysis of the two options was then conducted based on economic, environmental, engineering and social criteria. While both options were competitively placed within the criteria it was determined that Segment 2, Option 2 be endorsed as the preferred alignment as enabled co-location between the OPR and ONIC alignments.

At the time, Option 2 was also preferred as it provided Main Roads WA with the flexibility to upgrade the existing Morrell and Moonyoonooka–Yuna roads as a first stage of the ONIC road (KBR, 2009). Following further investigations Main Roads no longer considers the staged development of the ONIC road via the upgrade of the Morrell and Moonyoonooka–Yuna roads as feasible due to the vertical and

61


Segment 2, OPR Option B1 – ONIC road, rail and services are west of the Broadcast Australia site, with OPR rail to the east.

Note: Multiple OPR proposed options were presented and reviewed throughout this process with the local road reconnections being the key point of difference between the OPR options. Subsequently, only OPR Option B1 is discussed in detail below. Also, it should be noted that if the construction of the rail alignment as proposed by OPR was to proceed, then it is likely that Morrell Road would have a cul-de-sac north and south of the proposed OPR rail to avoid the need for an expensive rail crossing.

Discussion of options considered

Segment 2, Option A

This option co-locates the OPR rail and the Oakajee Narngulu Infrastructure Corridor rail and road on the east of the Broadcast Australia site, with the ONIC service utility corridor passing to the west of the Broadcast Australia site. This option reflects the wishes of stakeholders to co-locate the major transport infrastructure in one corridor so far as practical (GHD, 2013). This option also minimises the earthworks costs involved for both the ONIC and OPR infrastructure.

Chapman Valley Road would be realigned to achieve a staggered T-junction with the ONIC road, requiring about 280 metres of new construction west of the corridor and 710 metres east of the corridor. The legs of the staggered T-junction are about 400 metres apart, requiring construction of 400 metres of the ONIC road (GHD, 2013). The option requires Morrell Road to be realigned for about 440 metres to provide a new T-junction with Chapman Valley Road (East).

Advantages of Option A

• Co-location of all transport infrastructure achieved.

• Minimum severance and land take; and narrowest physical footprint.

• Both OPR and ONIC railways conform to the relevant standards and codes.

• Shortest ONIC route.

• Lowest cost for local road reconnections.

horizontal alignment constraints on the existing road and predictions that road capacity would be become deficient in three to five years.

The preferred alignment, north of Cutubury Reserve, has since moved eastwards to co-locate as closely as possible with the existing Moonyoonooka-Yuna Road, in order to further reduce severance and impacts to properties (GHD, 2013). Where possible the ONIC reserve boundary is coincident with the Moonyoonooka-Yuna Road boundary, eliminating long narrow strips of severed land.

Further amendments were required in Segment 2 as a result of impacts on established infrastructure within the Broadcast Australia landholdings (the Broadcast Australia site) and the expansion of the ONIC to accommodate the OPR rail alignment. This section was further reviewed by the Department of Planning in conjunction with GHD.

12.4.2 Broadcast Australia

Issue • Presence of the Broadcast Australia site, which has been treated as a serious constraint.

• Alignment of the OPR Railway and desire to co-locate the Oakajee Narngulu Infrastructure Corridor road and rail and the OPR rail as closely as possible.

• Severance of private land.

• Connection to the local road network at Chapman Valley Road and Morrell Road.

In this segment these issues have been the determining factors of the Oakajee Narngulu Infrastructure Corridor alignment, and the need to consider multiple options around the Broadcast Australia site. Options considered were (Figure 17):

Segment 2, Option A – OPR rail, ONIC road and rail located east of the Broadcast Australia site, with ONIC services corridor located west.

Segment 2, Option B – ONIC road and services located west of the Broadcast Australia site, OPR and ONIC rail lines to the east.

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Figure 17: Planning Considerations – Broadcast Australia site, Segment 2





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Figure 17: Planning considerations - Broadcast Australia site - Segment 2

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Conceptual alignment options based on GHDand OPR data (2010)


N

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63


• Lowest cost for earthworks requirements and structures (estimated $38.8 million, GHD, 2013).

• Broadcast Australia site access retained.

Disadvantages of Option A

• Overall infrastructure cost is higher than option B, but less than OPR Option B1.

• Requires realignment of OPR rail.

• Requires the bulk earthworks for the ONIC alignment to be completed prior to the construction and operation of the OPR rail.

• If staging of ONIC road construction was to occur the option is not as effective as Option B or OPR Option B1.

Segment 2, Option B

Under Option B, the Oakajee Narngulu Infrastructure Corridor rail remains east of the Broadcast Australia site, but the road is pushed to the west. This option allows both the ONIC and OPR railways to move westwards into less hilly terrain, however, the road is no longer co-located with the ONIC railway over a distance of some two kilometres (GHD, 2013).

The Oakajee Narngulu Infrastructure Corridor road will have a very long horizontal curve as it passes the Broadcast Australia site (GHD, 2012). Road connectivity would be reasonably good.

An island of land (~30 hectares) south of the Broadcast Australia site, between the Oakajee Narngulu Infrastructure Corridor road and rail will result as a consequence of this option. Consequently, a service road off the ONIC will be required to provide access to the island of land and to the Broadcast Australia site.

Morrell Road will need to cross the triangle to provide access to this land.

Advantages of Option B

• ONIC and OPR rail corridors are co-located.

• Least overall infrastructure cost.

• Broadcast Australia site access retained.

• Rail outcomes the same as Option A.

Disadvantages of Option B

• ONIC road and rail corridors are not co-located.

• Earthworks costs are higher than Option A (estimated $38.9 million, GHD, 2013).

• Greater severance and land take than Option A.

• Approximately 30 hectares of islanded land south of the Broadcast Australia site, a service road will be required.

• Requires realignment of OPR rail.

Segment 2, OPR Option B1

Produced at the conclusion of the GHD study by OPR, Option B1 deviates both the Oakajee Narngulu Infrastructure Corridor road and rail west of the Broadcast Australia site, while retaining the OPR railway east of the site. Chapman Valley Road joins the ONIC road in a widely staggered T-junction, passing underneath the ONIC and OPR railways.

Advantages of OPR Option B1

• Road outcomes are good, providing a safe and legible network.

• Does not increase land severance impacts when compared to GHD Option B.

• Minimises future construction constraints by separating the two rail corridors.

• No change or additional cost incurred for OPR rail alignment.

Disadvantages of OPR Option B1

• Additional costs as a result of a (likely) grade-separated crossing of the ONIC railway to access the Broadcast Australia site.

• ONIC and OPR infrastructure will not be co-located in this area.

• New access to Broadcast Australia site and adjacent land parcels is required.

• Greatest physical footprint, land take and land islands.

• Longer, higher cost ONIC road and rail routes (GHD, 2012).

• Most expensive earthworks costs (estimated $52.8 million, GHD, 2013).

64


Based on the advantages and disadvantages listed in the above options, Segment 2 Option A was considered to be the optimal solution. Option A resulted in a more co-located corridor, has less severance impacts, maintains access to the Broadcast Australia site from Chapman Valley road, provides reasonable connectivity for minor roads and the overall infrastructure and earthworks cost to State Government was less compared to OPR Option B1.

Segment 2, Option A is the preferred alignment.

12.5 Segment 3 – Northern Chapman River boundary to west of the Wokatherra Gap (terminating at Carey Road)

Issues

Engineering:

• Alignment and profile of the OPR railway.

• Location, alignment and width of the OPR rail marshalling yards.

• Topography.

• Groundwater levels.

• Traffic demand and intersection configuration.

• Relationship of drainage treatments between road and rail.

• Space constraints within the Moresby Range.

Environmental:

• Avoiding/minimising environmental (particularly declared rare flora and priority listed flora), visual and noise impacts.

• Avoiding impacts on the Moresby Range and Wokatherra Nature Reserve.

Social:

• Avoiding/minimising impacts to private landowners.


• Avoiding/minimising impact to Aboriginal and European heritage sites.

Policy:

• Desire of Government and local government to co-locate the ONIC road and rail and the OPR rail as closely as possible.

(GHD, 2013)

This section (also known as the ‘northern section’) is characterised by the need to co-locate with the OPR rail alignment and the space, environmental and heritage constraints presented by the Wokatherra Gap (Figure 18).

In order to reach the Oakajee Industrial Estate and Port area, the Oakajee Narngulu Infrastructure Corridor infrastructure components and OPR rail must pass through the Moresby Range at a point known as the Wokatherra Gap − a saddle in the range that is significantly lower than any other crossing point and includes a corridor of approximately 700 metres where limited stands of native vegetation remain, providing an opportune location through which the ONIC and OPR rail line can enter the Oakajee industrial Estate and Port (KBR, 2010).

Segment 3 options considered

Segment 3, Option 1 – Retain the OPR alignment. Optimise the ONIC road, rail and services alignments in order to maximise co-location and to minimise the earthworks footprint through the Wokatherra Gap.

Segment 3, Option 2 – Review the OPR alignment in order to minimise the environmental and social impacts of the combined corridor.

Segment 3, Option 4 – A variant of Option 2 with reduced earthworks implications.

KBR prepared the Analysis of the Oakajee Narngulu Infrastructure Corridor through the Wokatherra Gap report (2010) to investigate options through the Wokatherra Gap. Segment 3, options 1 and 2 were examined in terms of their engineering and technical implications and compared against the social, economic, environmental and



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technical criteria from the 2009 KBR report. Each option was also assessed for Aboriginal heritage significance, visual amenity and flora and fauna impacts.

Subsequent to this study, several other corridor options were then considered and refined in consultation with stakeholders (particularly OPR) resulting in the production of Segment 3, Option 4 (listed above).

Segment 3, Option 1 − Retain the OPR alignment and optimise the infrastructure corridor alignment.

Option 1 seeks to optimise the Oakajee Narngulu Infrastructure Corridor road, rail and services alignments in order to maximise co-location and to minimise the earthworks footprint through the Wokatherra Gap (Figure 19).

The OPR heavy rail alignment runs along the northern edge of the East Chapman River valley and crosses the main Chapman River at a point approximately 4.5 kilometres east of the Wokatherra Gap. West of the river crossing, the railway follows the contours in between the slopes of the Moresby Range through the Wokatherra Gap and crosses under a realigned North West Coastal Highway traversed at a level of approximately 107 metres AHD, resulting in a cutting of about 10 metres depth.

In order to minimise duplication of corridors, the Oakajee Narngulu Infrastructure Corridor railway and road from Narngulu has been designed to be parallel to the OPR corridor from south of the Chapman River (where the OPR heavy rail deviates to the mine sites) to west of the Wokatherra Gap.

In order to avoid remnant vegetation and creek lines, the Oakajee Narngulu Infrastructure Corridor road deviates from the OPR alignment immediately west of the gap, while the ONIC rail continues alongside the OPR rail into the Oakajee Industrial Estate.

Advantages

• Low impacts on conservation significant fauna species with no species of significance recorded (Ecoscape, 2010a).

• Environmental approvals timeframes will be similar for all options.

• Indicative earthworks cost is $39 million ($10 million less than Option 2).

• ONIC dual-gauge rail alignments highly functional in all options.

Disadvantages

• Greater impact to visual amenity then Option 2 due to significant earthworks required (cut) at the Wokatherra Gap.

• Affects 10 lots.

• Impacts on heritage sites.

• Impacts a significantly larger amount of conservation significant flora species and communities compared to other options.

• Impacts two declared rare flora (DRF) species, one Priority 2 species (P2) and three Priority 3 (P3) species.

• Significant impact on priority ecological community (PEC) – Melaleuca megacaphala and Hakea pycnoneura thicket.

• Affects a larger area of remnant vegetation when compared to options 2 and 4.

• OPR heavy haul rail alignment provides a slightly higher level of functionality in options 2 and 4.

• Co-location for Option 1 impractical west of the Wokatherra Gap.

Segment 3, Option 2 – Review the OPR alignment and propose a new co-located infrastructure corridor and OPR rail alignment.

For Option 2, KBR proposed an amended OPR alignment, which gave greater confidence that when the Oakajee Narngulu Infrastructure Corridor is included in a combined infrastructure corridor the engineering and economic

67


Figure 19: Planning Considerations – Wokatherra Gap Options, Segment 3

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criteria are not adversely impacted and the environmental and social impacts are substantially less than for the original OPR alignment (Figure 19).

The main areas of concern with the combined corridor in the location proposed by OPR were:

• adverse effect on significant flora and vegetation (in particular declared rare flora) on the northern slopes of the Moresby Range;

• adverse effect on flora and vegetation and an existing farm dam east of the Wokatherra Gap;

• long, highly skewed crossing of major creek lines, including the upper reaches of the Buller River; and

• possible Aboriginal heritage sites/issues in waterways and hilltops.

Key features of this option

The alignment is identical to the OPR alignment from the Chapman River to approximately two kilometres east of the Wokatherra Gap. From that point, the proposed alignment heads due west to the Gap, thus avoiding a stand of remnant vegetation, watercourse and existing dam. This alignment also enables a cut construction that gains material to balance the greater need for fill to the west of the Gap.

The Wokatherra Gap is traversed at a level of approximately 105 metres AHD with a cutting of about 18 metres depth. West of the Gap, the route runs on a large curve around the toe of the Moresby Range, thus avoiding the heavily skewed crossing of the Buller River watercourse and flora and vegetation on the northern facing slopes of the Range. The relocation does, however, require an embankment up to 18 metres in height. The material gained from the cutting east of the Gap can be used for this embankment.

Advantages

• Affects less indigenous heritage sites than Option1.

• Affects nine lots, while Option 1 affects 10.

• No declared rare flora affected.

• Low impacts on conservation significant fauna species, with no species of significance recorded (Ecoscape, 2010a).



• ONIC dual-gauge rail alignment is highly functional.

Disadvantages

• Earthworks $10 million more expensive then Option 1.

• Requires an additional land take compared to other options.

• Similar degree of impact to social amenity such as noise and visual, as Option 1.

• Impact on priority ecological community – Melaleuca megacaphala and Hakea pycnoneura thicket, however it is less than Option 1.

• Affects a larger area of remnant vegetation compared to Option 4.

Segment 3, Option 4

Following further refinement of Segment 3 Option 2, an improved vertical profile was found in an Option 3. This option however, was not acceptable due to impacts on native vegetation, ability to co-locate and watercourses in the area.

Segment 3 Option 4 was the result of further investigations. East of the Wokatherra Gap it deviates to the east with a reverse curve back, then passing west of Wokatherra Gap in a long curve around the toe of the Moresby Range and avoiding significant impact on existing vegetation and the Buller River (see Figure 19).

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The social impacts of Option 4 are similar, if not identical to those in Option 2. The environmental impacts are also the same as Option 2.

Advantages

• Incorporates many of the advantages of Option 2.

• Has the least impact of the three options on remnant vegetation.

• Low impacts on conservation significant fauna species with no species of significance recorded (Ecoscape, 2010a).



• ONIC dual-gauge rail alignment is highly functional.

Disadvantages

• Impact on priority ecological community – Melaleuca megacaphala and Hakea pycnoneura thicket, however it is less then Option 1.

It is important to note that while Option 4 avoids any impacts to declared rare flora or Priority 2 flora, all alignment options in this area may impact on conservation significant fauna species, with Carnaby’s Black Cockatoo (Calyptorhynchus laitrostris) listed as occurring in the area. Although it has been noted in previous EPA reports (e.g. EPA report 1388) that impacts to Carnaby’s habitat/foraging areas can be significantly reduced via offsite mitigation measures, it is still possible that it may trigger an assessment under the Environment Protection and Biodiversity Conservation Act 1999.

GHD subsequently reviewed the plan and profile information for Option 4 to incorporate it within its 2013 report. This report notes that the profile of the ONIC railway has been limited to a maximum grade of one per cent, enabling it to run in a much shallower cutting than the OPR rail. In order to minimise the footprint of the whole corridor, the horizontal separation between the ONIC and OPR railways has been

limited. This in turn limits the available width for batter slopes between the two railways, and the ONIC railway still requires maximum cuts of nearly 13 metres just east of the Gap.

The Oakajee Narngulu Infrastructure Corridor Road has a maximum grade of three per cent, allowing it to run closer to the surface than the railways. The maximum depth of cutting for the road is about 8 metres.

Option 4 is therefore the preferred option as it provides for:

• co-location of future road and rail infrastructure;

• does not significantly affect the vegetation and watercourse; and

• reduces the amount of earthworks required for the overall alignment.

12.6 Segment 4 – within the Oakajee Industrial Estate and buffer

Issues • Aligning planning for the ONIC with Landcorp requirements within the Oakajee Industrial Estate.

• ONIC road tie-in to North West Coastal Highway.

• ONIC rail tie-in to port and industrial estate.


The preferred alignment within this area as reflected in the final Oakajee Industrial Estate Structure Plan is immediately west and north of the gap. The OPR railway passes through the proposed eastern marshalling yard, before turning north-west and crossing under a realigned North West Coastal Highway (Figure 20).

Accordingly, the Oakajee Narngulu Infrastructure Corridor road and rail alignments have been carried through the Wokatherra Gap. The rail alignment will deviate from the remainder of the ONIC alignment to align with the OPR rail

70


(leaving space for the OPR marshalling yard), and also passing under North West Coastal Highway and into the Oakajee Industrial Estate. There is then potential for a future northern extension of the ONIC rail to deviate to the north, to connect to a potential future extension of the Oakajee Port. This would mean that such a railway connection would need a second more northerly grade-separated interchange with North West Coastal Highway.

The Oakajee Narngulu Infrastructure Corridor road alignment diverges from the rail alignments continuing in a western direction to connect with North West Coastal Highway. The interchange connection to North West Coastal Highway has been undertaken by Main Roads and is also reflected in the final Oakajee Industrial Estate Structure Plan. The ONIC services and utilities component follows the road alignment, passing under North West Coastal highway to connect into infrastructure corridors designated within the final Oakajee Industrial Estate Structure Plan.

It is important to note that the final road, rail and utilities alignments within the Oakajee Industrial Estate and Buffer area remain subject to detailed planning, design and delivery of these pieces of infrastructure as well as the Industrial Estate and Port developments.



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13. Preferred alignment

Based on the objectives of the Oakajee Narngulu Infrastructure Corridor, the known constraints and issues within the study area and the route investigations and assessment undertaken, the preferred alignment for the ONIC road, rail and utilities is described below (Figure 1).

At the Narngulu end of the project, the ONIC Rail will accommodate both east and west bound connections to the existing Geraldton-Mullewa railway, as per the original KBR concept. The railway runs due north, just west of the existing Moonyoonooka-Narngulu Road, and Moonyoonooka-Yuna Road and passes under the Geraldton-Mt Magnet Road (Figure 1).

The ONIC road component will commence with connection into the Geraldton-Mt Magnet Road with the reservation providing flexibility for an ‘at grade’ or ‘grade separated’ intersection (Intersection 1 options 4 and 5, refer Figure 15b), immediately to the west of the ONIC rail. The ONIC road also includes the flexibility to connect into the existing Moonyoonooka-Narngulu Road, which provides an important link into the Narngulu Industrial Estate from the Geraldton-Mt Magnet Road.

The services component of the ONIC commences just north of the Geraldton Mt Magnet Road, to the immediate west of the ONIC road.

North of the Geraldton-Mount Magnet Road, the ONIC (road, rail and services) cross the Chapman River on a skew, then swing north-west to avoid an area of high ground and the Cutubury nature reserve (Segment 1, option 1).

The route then reverts to a northerly alignment, running close and parallel to the Moonyoonooka-Yuna Road. This enables the amount of severed farmland between the ONIC and Moonyoonooka-Yuna Road to be reduced.

A connection is provided to Chapman East Road together with an underpass. The route crosses the Chapman River again then runs north close and parallel to Morrell Road.

At the Chapman Valley Road intersection, Segment 2 GHD Option A deviates the ONIC road, ONIC rail and OPR rail east of the Broadcast Australia site, while retaining the ONIC services west of the site. Chapman Valley Road would be realigned to achieve a staggered T-junction with the ONIC road, requiring about 280 metres of new construction west of the corridor and 710 metres east of the corridor. The legs of the staggered T-junction are about 400 metres apart, requiring construction of 400 metres of the ONIC road.

From the Broadcast Australia site through to Oakajee the ONIC is expanded to include the rail alignment and design proposed by OPR. Just south of the Broadcast Australia site, provision is also provided for a future rail link between the OPR rail and the ONIC rail.

Through the Wokatherra Gap the ONIC alignment seeks to minimise impacts on heritage, property, remnant vegetation and watercourses wherever possible (Segment 3 option 4).

Immediately west and north of the Wokatherra Gap, the ONIC rail and OPR rail divert away from the ONIC road and services corridor, to the north-west, cross under a realigned North West Coastal Highway and into the Oakajee Industrial Estate.

After the Wokatherra Gap, the ONIC road alignment continues in a western direction to connect with North West Coastal Highway. The interchange connection to North West Coastal Highway is also reflected in the final Oakajee Industrial Estate Structure Plan. The ONIC services component follows the road alignment to connect into infrastructure corridors designated within the final Oakajee Industrial Estate Structure Plan.

It is important to note that the final road, rail and utilities alignments within the Oakajee Industrial Estate and buffer area remain subject to detailed planning, design and delivery of these pieces of infrastructure as well as the Industrial Estate and Port developments.

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15. Future process

Once consultation is completed on the draft Alignment Definition Report it will be finalised and provided to State Government for endorsement and decision.

The Alignment Definition Report only involves planning for the ONIC to a sufficient level of detail to define a corridor suitable for possible future reservation. There is currently no commitment or funding allocated to acquisition of the land or construction of infrastructure within the ONIC. It is anticipated that a business case for funding the acquisition of the ONIC and an implementation strategy for its acquisition and management will need to be further considered by Government.

14. Reservation requirements

The final Oakajee Narngulu Infrastructure Corridor is approximately 34 kilometres long and varies in width from 60 metres (where the rail diverges from the ONIC) at its narrowest point to approximately 250 metres at its widest point.

Based on the preferred ONIC alignment, the ultimate land requirements are estimated to be 1,048 hectares. Further refinement of the land requirements to a more exact number will be undertaken during the land acquisition process.

Within this land requirement, approximately181 hectares is remnant vegetation that will require discussions with the Department of Environment Regulation as how best to manage these impacts and any associated approvals.

The land requirements equates to impacting on approximately 664 hectares of privately-owned land across 34 different landowners.

Crown land is also present at the river crossings and will require further discussion with Aboriginal groups and representative bodies regarding native title implications.

Engineering solutions such as common earthworks and further coordinated planning and design of the OPR rail and the ONIC rail and road may further assist in reducing ultimate land requirements and impacts to landowners and properties.

Ultimate land requirements will be revisited during the land acquisition phase of the project.

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References

City of Geraldton, 2011, Draft Geraldton Airport Masterplan 2030.

Ecoscape, 2010a, ONIC Fauna Survey

Ecoscape, 2010b, ONIC Flora and Vegetation Survey

Ecoscape, 2011, Cutubury Nature Reserve Flora and Vegetation Assessment

Environmental Resource Management, 2012, ONIC Aboriginal Heritage Survey: Draft Background Report.

Planning Consultants Australia, 2012, Implementation Mechanisms Assessment

Geraldton Port Authority, 2011, Oakajee Port Master Plan

GHD, 2013a, ONIC Road, Rail and Utilities Infrastructure Capacity Analysis

GHD, 2013b, Oakajee-Narngulu Infrastructure Corridor: Uncaptured Vegetation Biological Survey.

GHD, 2012, Route investigation report.

GHD, 2010, Comparison of Options for the Mid North Section

Kellogg, Brown and Root, 2007, Oakajee Narngulu Infrastructure Corridor Study Final Report.

Kellogg, Brown and Root, 2009, Options and Design of the Oakajee Narngulu Infrastructure Corridor.

Kellogg, Brown and Root, 2010, Analysis of the Oakajee Narngulu Infrastructure Corridor through the Wokatherra Gap.

Landcorp, 2012, Oakajee Industrial Estate Structure Plan.

Lloyd George Acoustics, 2013, Acoustic and Vibration Impact Assessment.

Main Roads Western Australia, 2010, Geraldton Locality Plan.

Main Roads Western Australia, 2012, Oakajee Narngulu Infrastructure Corridor Waterways Investigation.

Oakajee Port and Rail, 2011, OPR Rail Development Public Environmental Review.

Terra Rosa Cultural Resource Management, 2013, Report of the archaeological and ethnographic site identification heritage survey of the Oakajee Narngulu Infrastructure Corridor.

Western Australian Planning Commission, 2010, Narngulu Industrial Area Strategic Land Use Directions.

Western Australian Planning Commission, 2011a, Greater Geraldton Structure Plan.

Western Australian Planning Commission, 2011b, Draft Mid West Regional Planning and Infrastructure Framework.

oakajee narngulu infrastructure corridor

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