Month: October 2023

Transurban and Ventia embarked on a collaborative sustainability initiative to achieve environmental outcomes at the Hills M2 Motorway. Through innovative solutions and best practices, they aimed to reduce greenhouse gas emissions, divert waste from landfill, and enhance biodiversity.

To reduce greenhouse gas emissions, Transurban and Ventia took a holistic approach. Adopting energy-efficient technologies, such as LED lighting and efficient HVAC systems, throughout the motorway infrastructure. Additionally, they promoted fuel-efficient driving practices among motorists using the motorway, including public awareness campaigns and educational initiatives. Integration of renewable energy sources, such as solar panels and wind turbines, was explored at suitable locations along the motorway.

In waste management, Transurban and Ventia implemented strategies to divert waste from landfill. They established partnerships with waste management companies and recycling facilities to ensure proper sorting and recycling of waste generated by the motorway’s operations and maintenance activities. Robust waste management systems were implemented, including waste separation and recycling bins, to encourage responsible waste disposal practices.
To enhance biodiversity, Transurban and Ventia undertook roadside vegetation rehabilitation and management activities. This involved the identification and removal of invasive plant species and the re-establishment of native vegetation. The project team worked closely with environmental experts to select appropriate plant species, ensuring the restoration of diverse and ecologically valuable habitats. Ongoing maintenance and monitoring were implemented to ensure the long-term success of the biodiversity enhancement initiatives.

The sustainability initiatives of Transurban and Ventia at the Hills M2 Motorway have yielded significant outcomes in reducing environmental impact and enhancing sustainability. These outcomes were shared through various channels to promote transparency, best practices, and knowledge exchange within the industry.

Key Environmental outcomes summary:
• Achieved the highest IS rating in the industry of 69
• 48% GHG emissions reduction over the asset’s lifetime, compared to base case—from 72,967 t-CO2-e (base) to 37,895 t-CO2-e (actual)
• 97.6% of operations and maintenance waste and 63% of office waste diverted from landfill
• generated biodiversity value via roadside vegetation rehabilitation and management activities
• enhanced customer travel via a program promoting safer driving
• Deployment of innovative maintenance driver behaviour and fuel efficiency program

GHG Emissions
Through the implementation of energy-efficient technologies and the promotion of fuel-efficient driving practices, Transurban and Ventia achieved a remarkable 48% reduction in greenhouse gas emissions over the motorway’s lifetime compared to the base case scenario. These outcomes were shared through annual sustainability reports, industry conferences, and workshops focused on sustainable transportation. Transurban and Ventia actively engaged with the industry stakeholders, including government agencies, environmental organisations, along with launching Australia first fully electric incident response vehicle.

Waste Management
In waste management, the partnership achieved exceptional outcomes in waste diversion from landfill. Close to 100% of operations and maintenance waste generated by the motorway and a significant portion of office waste were diverted through comprehensive waste management practices. The outcomes were shared through case studies, webinars, and workshops highlighting successful waste management strategies. Transurban and Ventia actively collaborated with waste management companies, sharing their experiences and best practices in waste diversion. They also provided guidance and support to other toll-road operators and infrastructure organisations to replicate their waste management successes.
Enhancement of biodiversity

A crucial aspect, through roadside vegetation rehabilitation and management, Transurban and Ventia successfully created valuable habitats and contributed to the preservation of local ecosystems. The outcomes were shared through collaboration with environmental organisations, participation in biodiversity conferences, and knowledge-sharing platforms. They documented their experiences and lessons learned in scientific publications, industry journals, and online platforms. Transurban and Ventia actively engaged with ecologists, environmental experts, and conservationists to exchange knowledge and promote the importance of biodiversity conservation in infrastructure projects.

The sustainability initiative of Transurban and Ventia at the Hills M2 Motorway has benefitted various stakeholders and communities.

Motorway users and commuters have directly benefited from the promotion of fuel-efficient driving practices, which not only contribute to reducing greenhouse gas emissions but also lead to cost savings for individuals. Safer driving programs have enhanced customer travel experiences, ensuring a safer road environment and reducing the risk of accidents.
Local communities surrounding the motorway have experienced the positive outcomes of the biodiversity enhancement initiatives. The restoration of native vegetation has contributed to the preservation of local ecosystems, supporting wildlife populations and enhancing the overall ecological balance in the area.

The environment and the broader community have benefited from the reduction in greenhouse gas emissions and waste diversion practices. By minimising their environmental footprint, Transurban and Ventia have contributed to mitigating climate change and preserving natural resources.

Government agencies and policymakers have benefited from the outcomes by gaining insights into effective sustainability strategies for infrastructure projects. The initiatives of Transurban and Ventia provide valuable examples and best practices that can inform future policy development and decision-making processes.

Industry stakeholders, including toll-road operators, infrastructure organizations, and waste management companies, have gained knowledge and inspiration from the outcomes achieved at the Hills M2 Motorway. The sharing of outcomes and best practices has encouraged the adoption of sustainable approaches in their own operations, leading to broader industry-wide improvements in environmental performance.

Our sustainability initiatives at the Hills M2 Motorway has left a lasting legacy and made significant contributions to the United Nations Sustainable Development Goals (SDGs).

Our Legacy
Transurban and Ventia have established new industry standards and best practices for sustainable motorway management. Their comprehensive approach to reducing greenhouse gas emissions, waste diversion, and biodiversity enhancement sets a benchmark for infrastructure projects. Their successful outcomes and knowledge-sharing efforts have inspired other industry players to adopt similar practices, ensuring a long-lasting legacy of sustainability in asset management.

UN SDGs
Transurban and Ventia’s have made notable contributions across multiple goals.
Goal 13: Climate Action by mitigating climate change impacts.
The reduction in greenhouse gas emissions directly supports Goal 13: Climate Action by mitigating climate change impacts. By adopting energy-efficient technologies and promoting fuel-efficient driving practices, they have demonstrated a commitment to decarbonization and transitioning to a low-carbon future.

Goal 12: Responsible Consumption and Production.
The waste diversion practices contributes by diverting waste from landfill and promoting circular economy principles, Transurban and Ventia have reduced resource consumption and minimized the environmental impact associated with waste generation. They have set an example for responsible waste management practices, encouraging other organizations to adopt similar approaches.

Goal 15: Life on Land
The biodiversity enhancement by rehabilitating roadside vegetation and creating habitats for native flora and fauna, Transurban and Ventia have contributed to the preservation and restoration of local ecosystems. Their efforts promote the importance of biodiversity conservation in infrastructure projects, supporting the overall conservation of terrestrial ecosystems and the protection of biodiversity.

Goal 17: Partnerships for the Goals.
Working together by knowledge-sharing activities and collaboration with stakeholders contribute to Goal 17: Partnerships for the Goals. By actively engaging with industry organisations, government agencies, and environmental groups, they have fostered partnerships and knowledge exchange, promoting the adoption of sustainable practices and strengthening collaboration towards achieving the SDGs.

The Hills M2 Motorway and Lane Cover Tunel has established a legacy of sustainability, through significant contributions to the UN SDGs, and inspired positive change within the industry. By using advanced asset management principles outcomes were possible in emissions reduction, waste diversion, and biodiversity enhancement reflect their commitment to environmental stewardship and provide a roadmap for future infrastructure projects.

Now known as the Airport Line, the METRONET Forrestfield-Airport Link included two 8km tunnels, three new stations and a total 16km of rail infrastructure.

From 2016, the Public Transport Authority and Webuild-NRW JV worked collaboratively to achieve a minimum Infrastructure Sustainability (IS) Excellent Design Rating and Leading As-Built Rating. The project was the first rail project in Western Australia to achieve an IS rating.

The commitment to a sustainable project started at the very beginning – with the decision to move the 8km rail line underground.

Impacts to the environment (flora and fauna) were reduced by the decision for tunnelling in general, rather than building surface infrastructure. This was especially important as the infrastructure was built in densely populated urban areas, and near and on the Perth Airport estate. Perth Airport is the major gateway to WA due to the State’s large distance from other capital cities, not just for travellers, but also for freight, and impacts to air traffic would have had a major flow-on effect on the economy.

Environmental and heritage considerations were a key priority and detailed planning occurred to ensure areas of significant environmental value were identified, managed and reported on early. Environmental Management Plans with appropriate measures and controls were implemented and continuously monitored during construction.

Minimising water consumption

Perth has a drying climate and water is a scarce resource. Minimising the need for water and implementing water recycling initiatives were a key focus in the design, construction and operation of the project.

Water-saving initiatives included recycling water during the tunnelling process, with a water treatment plant at the High Wycombe construction site.

Recycling water during the tunnelling process achieved the biggest reduction in water usage. A filter press and centrifuge were used to separate water from excavated material – water was then recirculated to the tunnel boring machines (TBMs).
During operations, smart monitoring is installed to detect water leaks and reduce the water consumption.

Tunnel segment production

A purpose-built pre-cast concrete segment facility was constructed in close proximity of the tunnelling, enabling streamlined manufacturing and reduction in haulage. Over two years, 9098 rings (54,588 segments) were made at the factory.

The concrete solution used for the manufacture of the segments was based on a hybrid system using steel fibre-reinforced concrete and light steel reinforcement rebar cages. Polypropylene fibres were incorporated within the concrete mix to comply with the fire resistance requirements.

In consultation with the supplier, a low-carbon concrete blend containing 65% Supplementary Cementing Materials (SCM) was successfully developed

In addition to meeting environmental requirements, strict quality and durability specifications needed to be met with more than 40 concrete trials conducted in the product’s development, winning the final mix the 2019 Concrete Institute of Australia (WA) Award for Excellence in the Technology and Innovation Category.

Solar panels

Forrestfield-Airport Link has the largest solar panel system installed by a WA State Government department/corporation, with the plan to see this become the norm within the Public Transport Authority (PTA).

Water saving initiatives

The expected amount of water used during construction was reduced by 30 per cent (2740 megalitres) through the recycling of water used by the TBMs and other plant. Water pipes were connected from the water treatment facility in High Wycombe, to the TBMs as they tunnelled 8km to Bayswater.

An innovative water reclamation, treatment and recycling system was implemented during tunnel construction. The system consisted of several interconnected components on all the major flows associated with the system, and modelling was undertaken to determine the volume of water that was recycled and reused.

Tunnel segments
Use of traditional concrete (~10% SCM) would have required 550kg/m3 of cement. For the Forrestfield-Airport Link, the final concrete blend for the tunnel segments composed of only 230kg/m3 of cement – this resulted in a total saving of 21,848 tonnes of CO2 emissions.

The purpose-built facility enabled the project to have greater control over the production quality and quantity, resulting in less waste. The facility was purposely located in close proximity to the tunnelling activities, keeping heavy haulage distances at a minimum.

Post-product development, the project successfully obtained Greentag certification, an EPD and an environmental innovation award from Cement Concrete and Aggregates Australia (CCAA), the peak body for heavy construction materials industry in Australia.

The high-SCM concrete blend was able to meet the projects 120-year design life requirements. This translates to lower maintenance requirements during the asset’s life.

Key sustainability initiatives were also achieved in the manufacturing of tunnel segments:
• 46 per cent of the cementitious material was recycled by-products composed of silica fume and blast furnace Slag. These two constituents, along with General Portland (GP) Cement, created a triple blend cement, significantly reducing the amount of higher energy intensity cementitious material required.
• To achieve the required 60MPa compressive strength, only 230kg/m3 of GP cement was used compared to 550kg/m3 used as the benchmark for similar strength concrete.
• The steel fibres incorporated into segments came from 20 percent recycled material. Of the 3200t of steel fibres used for the segments, 640t came from recycled origins.
• The concrete waste material from the wet and dry concrete bins was converted into either 19mm concrete road-base or 20mm drainage rock.
• An onsite Waste Water Treatment Plant, treating stormwater and used potable water from the batch plant. The system was designed to treat 62.5kL of stormwater with a catchment area of 665sqm and 10kL in the upstream wedge-pits. There were two tanks to treat the contaminated water to appropriate levels – the water was then reused for batch plant washdowns, and segment mould cleaning.

The efficiencies and sustainability initiatives have been shared through industry papers, conferences, social media channels, including the Transport Minister’s social media, as well as industry magazines.

Further knowledge sharing events were also held between Webuild-NRW and individuals working in the sustainability space on other PTA and Main Roads infrastructure projects.

Solar panels

The 278kW solar array installed at High Wycombe reduces the station’s consumption of grid electricity and is associated with a saving of 35,904 tCO2 over the lifetime of the project. This will reduce the energy consumption of the asset by about 4.33%.

The installation of the solar panels and saving have been shared as a benchmark to use in future decision making on all major rail projects. It has also been shared at industry conferences, and via social media.
The solar energy has a lower carbon footprint than that produced by fossil fuels for the Perth grid. The main environmental benefits include:
• Reduction in greenhouse gases and other air pollution traditionally produced for electrical production
• Reduction in the use of finite resources (coal and water) in preference of the renewable source from the sun.

PTA has shared the lessons learnt and successes from the installation as a benchmark to use in future decision making on all major rail projects.

The successful approach to solar power has been repeated at the first new train station built since the Airport Line opening, Lakelands Station. A large array of solar panels was installed on the station’s bus interchange canopies, as was the case at High Wycombe Station.

The sustainability initiatives provided whole-of-state benefits, translated down to the individual with tax payer money saved on maintenance (120-year life span of infrastructure). The reduction of emissions and use of resources contributes to a better and more sustainable environment for generations to come.

The development of the high SCM concrete blend for the tunnel segments, and subsequent product promotion and market recognition was a step toward changing business-as-usual in the construction industry. This case is a clear example that sustainable practices do not have to come at the expense of durability, quality or profit.

Throughout the planning, design and construction stages of the Forrestfield-Airport Link project, our sustainability vision was for an innovative and sustainable project, providing a solution for enhancing the connectivity, liveability and prosperity of Perth and its eastern suburbs including the airport.
A lasting legacy has been achieved through the infrastructure’s a 120-year design life, as well as the upskilling of employees and businesses, economic support to WA and Australian businesses and local stories and history captured in the Public Art.
UN SDG contributions include:

Goal 8 – Decent work and economic growth
During design and construction, the project supported economic growth in delivering large-scale public transport infrastructure and the longest tunnel in WA. We supported a diverse workforce and implemented opportunities to up-skill people of all ages within the tunnelling and construction industry.

Goal 9: Industry, Innovation, and Infrastructure
As well as providing new public transport opportunities to the eastern suburbs and Perth Airport, the project built resilient infrastructure (120-year design life), delivered innovative initiatives, and continued to support the local economy and workforces during the COVID pandemic.

Goal 11: Sustainable Cities and Communities
The social and economic benefits of the Airport Line cannot be understated, particularly in boosting employment, residential and economic growth, especially around the stations.
In addition, during construction Webuild-NRW boosted the local economy by awarding more than 90% of the total $1.1billion of contracts to Australian companies; 65% of these were from Western Australia.
Further, the Airport Line has increased public transport options for the 60,000-strong and notoriously underserviced catchment area of the eastern suburbs and foothills, significantly reduced travel times from the eastern suburbs to Perth’s CBD by public transport, reduced car dependency for both nearby residents and those travelling to the airport.
It has also created additional capacity on Transperth’s existing Midland and Fremantle lines to meet growing passenger needs, relieved pressure on Perth roads, supported domestic and international tourism with improved access between the city and Perth Airport.

The project has also made the way for new opportunities for development in the area, with support of the local government. Opportunities being reviewed for development near the station includes an aquatic centre and civic place for local residents.

Goal 12: Responsible consumption and production
The water saving initiatives during construction, and solar panel use during operations, both support the goal of responsible consumption and production to achieve the sustainable management and efficient use of natural resources.

The M12 West package (M12W), between The Northern Road, Luddenham and approximately 250 metres east of Badgerys Creek, is part of the M12 Motorway, a key part of the Western Sydney Infrastructure Plan. The M12W project consists of a four-lane dual carriageway motorway with a central median for future six lanes.

The project was awarded an IS ‘Leading’ Design rating of 77 points, which exceeded the contract requirement of an IS ‘Excellent’ Design rating of 55 points. To achieve this rating, a variety of sustainability initiatives ranging from material reduction initiatives and indigenous and ecological design elements were integrated into the design. These initiatives include:

Glass Fibre Reinforced Polymer Reinforcement for Traffic Induction Loops
Every 400 metres along the alignment, a traffic loop will be implemented to count vehicles and their weight. The project implemented an Australian first innovation by replacing traditional steel reinforcement with Glass Fibre Reinforcement Polymer reinforcement in the vicinity of the traffic loops.

Extra Low Voltage ITS System
The project implemented an Australian first innovation by introducing Extra Low Voltage power supply for Variable Message Sign and Variable Speed Limit Sign equipment. The technology (BRAUMS VMS manufactured by Swarco) is powered by ELV technology with the next generation full coloured matrix lens, which eliminates the need for a transparent front screen utilised in standard VMS systems, and further optimises the focus of light toward the motorist for increased legibility.

Reduction in material impacts
The project achieved material impacts reductions through the following initiatives:
• Specification of a minimum 15% Recycled Asphalt Pavement, by mass, in all AC20 layers. This specification was included in drawings notes as part of the tender documentation.
• Reduction in width of mainline pavement design between concept design and detailed design phases. The shoulder pavement width was reduced from a 3-metre shoulder to a 2.5-metre shoulder on each side of the motorway.
• Reduction in Portland Cement content through replacement with 25% fly-ash in bridge and drainage structures, 40% fly-ash content in pavement subbase and 15% fly-ash in pavement base material.

Urban Design
The Urban Design Framework was developed to assist the implementation of an integrated and consistent urban design approach across the M12 Motorway. The urban design objectives established a series of strategic goals that the project must deliver, and several principles were developed to assist the realisation of these objectives. Key objectives and principles regarding Connection to Country and ecological value are:
• “Create a unique and distinct identity interpreting the rich sense of place” – principles include mindfulness of Connection to Country and Aboriginal perspectives on the landscape, and Aboriginal and European cultural interpretation.
• “Accentuate natural patterns” – principles include prioritising native species selection, maintaining water quality, preserving and enhancing waterways, and creating open spaces to facilitate ecological health within the project.

The engagement of Balarinji, an Indigenous design and strategy agency, meant Aboriginal heritage and culture were embedded in the earliest stages of the M12 Motorway design. This led to meaningful physical design initiatives that reflect Aboriginal heritage endemic to the project site.

Glass Fibre Reinforced Polymer Reinforcement for Traffic Induction Loops
When traditional steel reinforcement bars form an electrically conductive loop near a vehicle detection loop, the inductance change effect of the passing vehicle will be split between the reinforcement bars and vehicle detection loop. This reduces the sensitivity of the vehicle detector and can result in failure to detect a vehicle, or failure to classify vehicles correctly.

Implementing GFRP reinforcement as an alternative to traditional steel reinforcement has improved the accuracy of data collection. Additionally, this will lead to improved maintenance practices, which could potentially reduce the frequency of routine maintenance activities, reduce the material replacement costs and associated embodied carbon footprint as well as result in improved safety outcomes for road users.

Extra Low Voltage (ELV) ITS System
The BRAUMS VMS (manufactured by Swarco), powered by ELV technology with the next generation full colour matrix lens, significantly reduces energy consumption resulting in reduced operational energy demand and GHG emissions, and minimises the risk of electrocution and reduces the risk of fire in the event of a vehicle crash to the pole mounted ITS equipment. Carbon reductions of up to 70% for the Type B VMS systems and 67% for the Type C VMS systems can be achieved.

Material impact reductions
• RAP – this initiative goes beyond the RMS (now TfNSW) Sustainability Strategy “Minimum of 10% recycled content (when locally available) by volume in road base and sub base.”
• The specification of low carbon concrete mixes resulted in embodied carbon savings
• Bridge design optimisation resulting in reduction of bridge lengths
• Reducing the shoulder width by 1m overall, along the length of the project has saved approximately 5,720 m2 of pavement.

These initiatives implemented during detailed design demonstrated an 8% reduction in IS Enviropoints compared to the project Base Case. This reduction achieves level 1.53 for Mat-1.

Urban Design
The M12 Motorway project will create expansive public open space opportunities and establish links to future development and suburbs. Growth throughout Western Sydney around the new Western Sydney International Airport and Aerotropolis will mean a significant change to the landscape.

Balarinji was engaged by TfNSW to manage the Aboriginal cultural heritage design process that has been embedded into the M12West Motorway design. Balarinji in collaboration with the local Aboriginal community (including local artists) conducted research into the Aboriginal history of the M12 Motorway study area and tested and augmented this narrative through stakeholder and community consultation to develop an Aboriginal narrative and community endorsed design concepts to acknowledge local Aboriginal history and the Aboriginal community’s contemporary story. This includes:

• The development of a cohesive, overarching narrative of the Great Emu in the Sky which embodies the Aboriginal cultural identity of the site
• The placement of interpretive nodes to provide lookout points and rest areas for pedestrians and cyclists on the share user path
• Integration of Aboriginal art and patterns on bridges, retaining walls and noise walls that link into the principles of connection to country and narrative of the Darug people.
• Artistic wayfinding elements along the shared user path that provides information about key places and sites
• Utilisation of bridge components to frame and maximise long distance views.
Other key urban design initiatives, derived from the urban design framework, implemented on the project include:
• A pedestrian/cycle shared user path stretching the length of the motorway to connect existing and future communities
• Rehabilitation works to improve the biodiversity of the riparian corridors within the footprint of the project.
• Landscaping selection to introduce and reinforce the endemic vegetation communities of the Cumberland Plain and increase tree canopy cover in Western Sydney
• Combination of biodiversity offsets and onsite revegetation to support an overall enhancement of ecological value by 43% (Eco-1).

Australia First Innovations
The GFRP reinforcement for traffic induction loops and ELV ITS System improves safety outcomes for road users and results in carbon emission reductions. The data capture accuracy achieved through GFRP reinforcements will lead to improved maintenance practices, which could potentially reduce the frequency of routine maintenance activities, reduce the material replacement costs as well as result in improved safety outcomes for road users. Similarly, The ELV ITS System reduces operational energy demand and associated carbon reductions, whilst minimising the risk of electrocution and fire in the event of a vehicle crash to the pole mounted ITS equipment.

Indigenous design integration
The M12 Motorway Project will be a showcase project for the integration of Aboriginal design and art into public infrastructure. The M12 cultural narrative celebrates the traditional owners of the land and their culture, educates the local community that interact with the motorway either via vehicle or cyclists and pedestrians who use the shared user path and introduces foreign travellers to the rich Aboriginal culture of Australia as they leave the international airport and begin their time in Australia.

For example, the incorporation of the Six Seasons Planting within the landscape strengthens the overarching design narrative by highlighting and celebrating the unique flora and fauna cycles that characterise the six seasons of Western Sydney. This is featured within the Airport Interchange, at the interface with the Northern Road connection and at interpretive nodes positioned along the shared user path alignment. Overall, these initiatives educate users and the broader population, including international arrivals from WSIA, of the creation stories, dance, song, cultural practices, and iconography essential to the project’s identity.

Improved Ecological Value
To reinforce existing patterns of vegetation along the creek lines and floodplains, vegetation native to the area was used. These rehabilitation and revegetation works will improve the riparian health of the project site through improved water quality, reduce erosion, increased habitat, and improved connectivity between remnant vegetation surrounding the site. The combination of biodiversity offsets purchased on a ‘like for like’ basis to offset impacts of all vegetation (aquatic and terrestrial) required to be cleared and the additional onsite revegetation that will reintroduce endemic vegetation communities was calculated to result in 43% enhancement of ecological value when comparing pre and post development (Eco-1).

A lasting legacy of local Aboriginal history and contemporary culture is exhibited through the cultural narrative achieved in the following design elements:
• A sculpture portraying The Great Emu in the Sky, a well-known Aboriginal astronomical constellation, to preserve and enhance the Darug community’s culturally rich dreaming stories. This will be integrated into the centre of the interchange that connects the M12 Motorway into the Western Sydney International Airport.
• Integration of Aboriginal art and patterns on bridges, retaining walls and noise walls that link into the principles of Connection to Country and narrative of the Darug people.
• Interpretative Eucalyptus Canopy structures at rest stop nodes along the motorways shared user path that tie into the natural elements of the country.
• The use of emu footprint motifs that connect each of the proposed artworks and narratives along the motorway’s share user path leading to the Great Emu sculpture.
• Artistic wayfinding elements that provide information about the key places and sites.
M12W has contributed to the UN SDGs through the following initiatives:

9 – Industry, innovation and infrastructure
The M12 Motorway will provide direct access to Western Sydney International Airport at Badgerys Creek and connect with Sydney’s existing motorway network, providing increased road capacity, reduced congestion and travel times, and improved movement of freight.

The project applied two Australian first innovations in design. These were Glass Fibre Reinforced Polymer Reinforcement for Traffic Induction Loops and Extra Low Voltage ITS System. Both innovations have the potential to reduce the carbon footprint of the project and improves safety outcomes for road users.

11 – Sustainable Cities and Communities
A pedestrian/cycle shared user path stretching the length of the motorway will connect existing and future communities and encourage active transport.

The project reduced its carbon footprint by specifying the use of low carbon materials including:
• Specification of a minimum 15% RAP, by mass, in all AC20 layers.
• Reducing the width of mainline pavement design between concept design and detailed design phases by one metre.
• Bridge design optimisation
• Reduction in Portland Cement content through replacement with 25% fly-ash in bridge and drainage structures, 40% fly-ash content in pavement subbase and 15% fly-ash in pavement base material.

14 – Life Below Water
One of the key principles of the project was to reinforce existing patterns of vegetation along creek lines and floodplains to enhance ecological value as well as landscape character and motorway experience.
To offset the disturbance caused by the construction of the motorway, the riparian corridors were proposed for rehabilitation and revegetation with the P3 – Riparian Mix, a mix derived from plant species found within the Riparian Woodland vegetation community native to the area. The environmental benefits of this rehabilitation and revegetation include:
• Improved water quality
• Reduced erosion, loss of bank vegetation
• Increased habitat for both aquatic and terrestrial fauna/flora
• Reduced likelihood of weed establishment
• Improved connectivity (habitat links) between patches of surrounding remnant vegetation
• Plant species

15 – Life on Land
Avoiding and minimising impacts as far as possible was prioritised. Additionally, as outlined within the Urban Design Framework, connecting fragmented ecological communities was a key landscape principle of the project.
The onsite revegetation strategy aimed to protect, re-establish and reintroduce the endemic vegetation communities of the Cumberland Plain. Residual impacts that could not be avoided, minimised or mitigated were offset.
The combination of biodiversity offsets purchased on a ‘like for like’ basis to offset impacts of all vegetation required to be cleared and the additional onsite revegetation that will reintroduce endemic vegetation communities was calculated to result in 43% enhancement of ecological value when comparing pre and post development (Eco-1).

The Eumemmerring Creek Bridge was constructed as part of the Cranbourne Line Upgrade, delivered by the Level Crossing Removal Project’s Western Program Alliance (LXRP, MTM, McConnell Dowell, Mott MacDonald and Arup) and involved the duplication of the train track over the Hallam Main Drain and Eumemmerring Creek (E creek). The project is part of the Victorian Government’s commitment to remove 110 dangerous and congested level crossings by 2030.

With construction to occur at heights, near an active rail corridor, and over environmentally sensitive watercourses; the team devised a new way to deliver the project safely while protecting the existing environment. Our approach to environment and sustainability was comprehensive and focussed on enhancing opportunities for a thriving environment, as well as mitigating potential impacts:
• We designed an innovative 63-metre, 340-tonne steel, “floating” bridge without foundations or pillars installed into the waterway eliminating the need for crane pad construction (protecting the creek’s ecosystem):

• The 340-tonne bridge structure was safely assembled on the ground adjacent to the final location before launching into place over the creek
• The 162-tonne launch nose was reused from another project, saving over 300 tonnes of carbon emissions
• Horizontal directional drilling was completed under the watercourse to prevent any potential drilling fluid risks to the sensitive ecology
• First construction site in Victoria to use recycled content geofabric liner material (Bidim Green) to control ERSED risks.
  • Used innovative digital engineering techniques (e.g. a “digital twin”, 4D model) to anticipate and address design challenges from working within a narrow 30-metre rail corridor while avoiding impacts to waterways and trees:
• Provided a clear visual representation of the complex engineering solution to facilitate understanding and collaboration across disciplines
• Ran virtual rehearsals of constructing the bridge to obtain valuable insights critical for successful transport, coordination, assemble, and launch.
  • Established a Tree Protection Plan – significant portions of native River Red Gums were retained, and environmental no-go zones established through clear delineation, signage and education
  • Maximised early engagement during the design phase with the community and stakeholders:
• Established a common commitment with the ‘Friends of Eumemmerring Creek’ and the Traditional Custodians to protect and enhance the environment
• Previously part of a ”carrum swamp land” (a significant food source for Traditional Custodians), their connection to country was incorporated into urban design. Food symbols on timber totems (felled timber from the site) were carved by a local Aboriginal men’s shed
• A dedicated environmental team maintained communication through regular meetings, joint onsite inspections and poster campaigns, with internal/external environmental stakeholders
• Organised clean-up days.
  • Temporary steel walkways and fibreglass grating were used to allow site access without disturbing flora and fauna, supported by the land owner water authority, used during construction for opportune access for weed management, survey etc.
  Eumemmerring Creek flows into and forms part of the nationally significant Port Phillip Bay. Through long-term protection of the watercourse and its downstream ecology, the project assisted in supporting a wide variety of natural habitats and aquaculture industries.

Over several years of design development, stakeholder consultation/reviews, construction delivery and recent landscape maintenance, the existing vegetation within the rail corridor, adjacent to and within the watercourse flood zones were considered, protected, and maintained. The result is a technically advanced rail bridge parallel to the existing bridge, large native trees retained adjacent to steel and concrete structures, enjoyed by thousands of passing train commuters every day, while the highly responsive to rainfall non-impacted water courses below, direct water downstream to a larger river system discharging into Port Phillip Bay.

The ecological connectivity maintained within the rail corridor throughout the watercourses further connected by extensive planting of native grasses, plants and trees is testament to a successful technical, environmental, and sustainable rail bridge and track duplication within a highly sensitive and maintained natural aquatic landscape.

The design of the steel-truss railway bridge launched over the watercourse revolutionises the construction of permanent rail infrastructure, with particular focus towards ecologically sensitive environments and terrains. It allows teams to incorporate the existing ecology into the temporary design and allow for the construction of permanent works while protecting the watercourse from potential aquatic and terrestrial environmental risks and impacts.

In particular, the team noted that mobilising a suitably large crane – in this case, a 1200/1600-tonne crawler – would require work to take place in the danger zone within the rail corridor, interface with overhead power and require extensive civil works to prepare a suitable crane pad area.

Alternative bridge construction techniques were industry-tested, with alternatives proposed by specialist heavy lift contractors. To determine the best solution the team undertook a multi-criteria risk assessment, which encompassed a number of key variables such as, environment, safety, rail safety, cost, and efficiency. The outcome of the assessment was a ‘dry-dock’ assembly and launch was chosen as the ideal methodology and enabled the bridge to be built in a ‘dry’ environment outside of the creek.

The digital engineering team developed a 4D structure model showing how the bridge would be built and identifying key risks, making an early analysis of the components, what sort of equipment was needed in transporting all elements to the site, and coordinating how it was assembled. 4D modelling also allowed them to identify and rectify early problems, including a clash between temporary and permanent retaining walls, and signalling cables and wall panels. The model provided a clear visual representation of a complex engineering solution, meaning team members across disciplines could easily understand the information.

After months of detailed planning, a ‘virtual launch’ of the 63-metre, 340-tonne steel bridge structure allowed the team to check every element of the design and construction before the real bridge launch occurred. This full digital rehearsal process helped the workforce provide informed feedback on how to complete the work safely.

The team used the 4D model in a series of Construction Risk Assessment Workshop (CRAW) sessions, which focused on how to control the heavy loads being lifted into place. These workshops included team members across disciplines and encouraged open collaboration about managing risk.

The bridge was assembled on a ‘dry-dock’ launching area with strand jacks comprising tension cables, sliding plates, and counterweights. This assembly process enabled the bridge to slide over the creek safely, a slow process moving at approximately8m per hour. This method minimised numerous hazardous working conditions, given its minimal interface with live trains and a reduced need to work from heights and over a body of water.

After actively and transparently sharing controls and lessons learnt internally and externally with stakeholders, councils, projects, and alliances, we also knew the project lessons could positively contribute to the industry. This was achieved by sharing our initiatives on social media and being featured on engineering websites such as Create Digital – powered by Engineers Australia and written for engineering professionals renowned as leaders in shaping a sustainable world.

Future implementation of this methodology will also provide benefits to the wider community:
• The bridge is assembled off site with no impacts to the existing track, so there will be minimal line disruptions
• Projects can be completed ahead of schedule.

Assembling the bridge offline reduced impacts to the existing rail bridge and minimised disruptions to commuters. The works were completed almost a year ahead of schedule. Trains now run every 10 minutes on average in the morning peak, for passengers travelling on the Cranbourne Line.

WPA maintained relationships to benefit several stakeholders:
• Bunuroung People of the Kulin Nation – Traditional Custodians of the land, performed smoking ceremony to open the public spaces – these :”parklets” were constructed to create a thriving environment for the entire community to enjoy
• EPA Victoria – our Environmental Management team offered EPA inspections during construction so they had visual context of risk profile and associated extensive environmental controls
• Melbourne Water – we donated 60 large root balls for fish habitats, and granted access (via temporary walkways) throughout multiple project areas to undertake weed spraying and survey that couldn’t be done otherwise. We alleviated the risk of site water overflowing into stormwater assets by installing 300kL sediment runoff basin in catchment area upslope of stormwater outlet
• Dandenong Council and Casey Council – we donated plants, grasses, and timbers
• Heritage Rail – we donated rail materials, including concrete sleepers, steel track, and ballast
• Friends of Eumemmerring Creek – local environment group we consulted to alleviate fears regarding impacts to the ecologically sensitive creek and surrounding land forms. The group works to continually improve the creek by planting indigenous plants along the banks and cleaning up creek parklands.

This success has changed how the WPA team approaches the design and construction of bridges, specifically:
• The Old Geelong Road Level Crossing Removal Project team used the on ground assembly principle when developing Hoppers Crossing Station overpass
• Prefabrication was adopted by Mt Derrimut Road and Webb Street Level Crossing Removal Project teams for bridge girder works.

The design and methodology of the bridge have been shared with experts from different companies across the industry. Approximately 200 visitors attended Eumemmerring Creek in April 2021 to watch as the steel bridge was launched into place. Excellent feedback was received from attendees, many keen to receive the design drawings.

With its clever design and outstanding safety outcomes, the Eumemmerring Creek rail bridge methodology is easily replicated and suitable for rail bridge projects across Victoria and the broader rail industry.

Eumemmerring Creek is home to two endangered native freshwater fish species protected by the National Environment Protection and Biodiversity Conservation Act:
• Dwarf Galaxias – found in shallow, slow-flowing creeks and have become endangered due to habitat destruction
• Australian Graylings (a.k.a. the cucumber mullet) – found in cool, clear rivers and streams and have become endangered due to construction of artificial barriers that restrict their migration.

The project team’s ultimate goal was to ensure these endangered species were protected by eliminating any work that could have a negative impact on the creek’s ecosystem and to seek opportunities to create a thriving surrounding environment. We aimed to leave a positive legacy by:
• Engineering and building a single-span steel truss bridge that did not require a support structure in the creek (SDG 6)
• Horizontal directional drilling under watercourses, 4 and 6m below invert, (SDG 6 and 14) combined with the above point meant that water quality impacts to the creek were avoided as works within the riparian zone were avoided
• Maximising tree protection (SDG 15)
• Using recycled materials (SDG 15)
• Engaging with the First Peoples as Traditional Custodians of the land (SDG 17)
• Landscaping and First Peoples story telling (SDG 15 and 17).

We ensured the long-term protection of Eumemmerring Creek and its’ downstream ecology into Port Phillip Bay by dedicating our design and construction efforts to avoid touching the creek or any sensitive flora or fauna.
• Flora and fauna were completely undisturbed, because steel walkways and fibreglass grating were used to allow site access, and the bridge was built entirely outside of the creek’s environment. (SDG 6, 14 and 15)
• Although we were permitted to remove 9.6Ha, the non-destructive digging, selective limb clearance, no-go zones and other methods detailed in our Tree Protection Plan resulted in only needing to remove 5.8Ha, therefore retaining 30,000m2 of which was mature River Red Gum. (SDG 15)

• 80% (2.9688 Ha) of this retained vegetation was classed as Class D Open Woodland and the remaining 20% retained (0.7422Ha) was classed as Class I Grassland
• In total, the retention of this 3.711Ha of vegetation saved 993.0636T of CO2 emissions.
  • Successfully educated workforce by introducing targeted signage and awareness of protection of the River Red Gums
  • Steel structures fabricated for sheet pile walls and bridge assembly were successfully reused on another Level Crossing Removal Project, diverting approximately 10T from the project waste stream / refabrication. (SDG 15)
  • The 162-tonne launch nose was reused from another project, which saved over 300T of carbon emissions. (SDG 15)
  • Diesel required for a 300-tonne crane to otherwise carry a structure of this size was also saved.

ElectraNet and Transgrid are partnering to deliver an energy interconnector between the power grids of SA and NSW, with an added connection to Victoria.

The NSW section of EnergyConnect is the first project of its kind in Australia to undertake IS Design and As-built ratings. Transgrid’s construction delivery partner, SecureEnergy led by Elecnor Australia, has set numerous sustainability targets through their sustainability commitments and sub-contract requirements.

SecureEnergy is particularly focused on applying innovative solutions reducing the whole-of-life carbon footprint, minimising the use of energy, water, and materials, reducing waste, and ensuring resilience against forecast climate impacts.

Sustainability opportunities SecureEnergy has implemented to achieve excellent environmental outcomes on EnergyConnect include:
o Innovative guyed towers – these require approximately 15 per cent less steel and 25 per cent less concrete in construction compared with self-supporting conventional towers which have four legs, achieving a reduced carbon footprint.
o Reducing carbon footprint through using sustainable concrete mixes – SecureEnergy is using SCM in place of Portland cement and recycled aggregate has been implemented, reducing the projects greenhouse gas emissions. This involved early engagement with concrete suppliers to understand the current market in regional NSW and VIC and what was achievable. The project team found that concrete manufacturers in rural Australia, typically use 100% Portland cement and naturally occurring sand in their BAU concrete mixes. The concrete supply contract requires a minimum 35% SCM content and recycled aggregate (manufactured sand), which has been adopted.
o An EPD is being developed through the project supply chain for the specified concrete mixes and is being implemented by the main concrete supplier, Mawson’s, through consultants Start2See.
o Minimising the impact on carbon sequestration through reduced land and vegetation clearance – SecureEnergy identified refinements to the clearing model presented in the EIS and BDAR to align with the vegetation clearance requirements detailed in Transgrid’s Transmission Line Construction Manual. These refinements are being implemented across the project.
o Reducing packaging waste within the supply chain – The Sustainability team worked with the Procurement team to reduce packaging waste in the supply chain. This required early investigation of the different waste streams for the project and alternative packaging options before the importation of materials. The ceramic insulators imported from China come in timber pallets and on importation, timber must abide by strict quarantine standards and in many cases is sprayed with hazardous chemicals upon entry. If the timber is sprayed, it is unable to be recycled or reused. This engagement with the supply chain has led to the timber pallets being heat treated prior to arrival in Australia, so they can be recycled.
o Return and earn recycling and food waste diversion from landfill waste initiatives – Return and earn recycling bottles has also been implemented at the temporary construction camps through working with the Construction and Environment teams, and profits donated to charity. A food waste diversion from landfill investigation has also been completed and the Sustainability team is currently working with the Construction team and camp operators to implement initiatives.

SecureEnergy is using SCM in place of Portland cement and recycled aggregate has been implemented, reducing the projects greenhouse gas emissions. This demonstrates a transformation in the regional concrete supply market and has led to the development of an EPD for the specified concrete mixes and is being implemented by the main concrete supplier Mawson’s through consultants Start2See.

The EPD will be independently verified and registered, which will communicate transparent and comparable data and other relevant environmental information about the life-cycle environmental impact of the specified concrete mixes. The EPD will be publicly available and mutually recognised within the internal EPD system, ensuring global alignment and broad market visibility. Given the scale of the project, this represents a major reduction in greenhouse gas emissions. SecureEnergy is contributing to changing unsustainable production patterns, and significantly reducing whole-life carbon.

SecureEnergy identified refinements to the clearing model presented in the EIS and BDAR to align with the vegetation clearance requirements detailed in Transgrid’s Transmission Line Construction Manual to minimise the impact on carbon sequestration through reduced land and vegetation clearance. Carbon sequestration is essential to prevent emissions and to remove them from the atmosphere and offset hard-to-abate emissions. The accepted deviations have led to approximately 35% reduction in vegetation clearance on the Western Section (SA Border to Buronga) and 11% reduction in vegetation clearance on the Eastern Section (Buronga to Wagga Wagga). The Transgrid EnergyConnect Interactive Map empowers the community to explore and track EnergyConnect’s live updates through a collection of maps, data layers and annotation tools. Furthermore, Transgrid will deliver internal knowledge share workshops for their other key transmission projects using the lessons learnt on EnergyConnect.

The Sustainability team also worked with the Procurement team to reduce packaging waste in the supply chain. This demonstrates transition to a circular economy and pollution prevention and control. The engagement with the supply chain has led to the timber pallets being heat treated, rather than chemically treated, so they can be recycled. Since starting construction on this project, SecureEnergy has diverted 45 cubic meters of timber from landfill. This initiative will continue to divert waste throughout the life of the project and will serve as a blueprint for future transmission line projects, with even greater potential for waste reduction, in line with the Sustainability Development Goal 12 – responsible consumption and production.

The Return and Earn bottle recycling has also been implemented at the temporary construction camps through working with the Construction and Environment teams, with the profits donated to charity. Since starting construction, SecureEnergy’s sustainability team has diverted 27,000 containers from landfill. These waste initiatives commit to making fundamental changes in the way that our societies produce and consume goods and services. These measures reduce our reliance on natural resources and reverse the triple planetary crises.

Once the design submission results are finalised with ISC, the NSW Section of EnergyConnect will be the first electricity transmission line in Australia to achieve IS Design and As-built ratings. This will set a new benchmark for electricity transmission projects in Australia.

Maximising net ecological gain in comparison to the assessed level of impact in the EIS and BDAR through reduced land and vegetation clearance is essential for the long-term survival of many species because it facilitates fauna movement on a local scale, for foraging and sheltering, as well as on a regional scale as a wildlife corridor for dispersal and migration. Connectivity corridors are being implemented for EnergyConnect NSW – Western Section at the following locations:
o in key riparian areas (the Darling River; the Greater Darling Anabranch, and the Murray River,
o areas of the alignment that join with proposed Biodiversity Stewardship Agreement sites and or conservation reserve estate, and
o areas of existing dense mallee / belah vegetation.
For the NSW- Eastern Section connectivity corridors are proposed to occur as a minimum at
o key riparian crossings (Murrumbidgee River, Yanco Creek, Colombo Creek),
o areas of the alignment joining proposed biodiversity stewardship sites and or conservation reserve estate, and
o areas of existing dense mallee/belah.

Habitat connectivity corridors will be 20m wide and will typically be located adjacent to towers where the height of the transmission line is greater, and an increased vegetation height can be accommodated. Connectivity corridors are locations where the existing vegetation will be retained to a 10m or 20m growth height wide temporary construction centreline clearing zone. Reduced land and vegetation clearance on EnergyConnect has led to approximately 35% reduction in vegetation clearance on the Western Section (SA Border to Buronga) and 11% reduction in vegetation clearance on the Eastern Section (Buronga to Wagga Wagga).

Collaboration with the Procurement team enabled the use of heat treatment of pallets to allow for recycling and thus reduce packaging waste in the supply chain. This demonstrates innovation in the identification of measures to avoid waste and industry leadership in our continued drive to enhance sustainability of our projects. This ensures the protection of biodiversity and ecosystems, and climate change mitigation. Also, bottle recycling through the Return and Earn scheme will continue to generate money to be donated to local charities, in turn boosting rural services, economies and communities.

The NSW Section of EnergyConnect is the first project of its kind in Australia to undertake an IS rating. EnergyConnect will allow energy to be shared between NSW, South Australia, and Victoria for the first time and enable the connection of new renewable generation to support the nation’s clean energy future.

About 6,000 concrete footings will be required to support 1,500 towers across the project from Wagga Wagga to the South Australian border. EnergyConnect is creating a clean legacy for future transmission projects by reducing the projects carbon footprint through using innovative guyed towers, sustainable concrete mixes, and reduced land and vegetation clearing. The project’s concrete mix EPD will be publicly available, ensuring global alignment and broad market visibility.

In addition, Transgrid has committed to creating connectivity corridors throughout the transmission line corridor and establishing supplementary hollows and nests. A Supplementary Hollow and Nest Strategy has been produced. The aim of this is to provide temporary and immediate roosting for fauna displacement during clearing. The methodology for installing supplementary hollows and nesting structures and is presented below:
o Survey will be undertaken to identify trees hollows and nests within the proposed clearing extent.
o The number of nest boxes to be installed will be determined in accordance with finding of the survey.
o Nest boxes will be designed in accordance with the target species – re-use of hollows from felled trees will be prioritised.
o Ecologists will identify locations for installing nest boxes.
o Installation of boxes.

EnergyConnect’s pursuit of improved environmental outcomes compared to the assessed level of impact in the EIS and BDAR completely supports the commitment and contribution to the United Nations Sustainability Development Goals (SDGs). The UN’s SDGs are embedded across EnergyConnect which leads to direct, indirect, and induced impacts addressing the world’s most pressing social, economic and environmental issues.
UN SDG contribution was achieved through Sustainability-centred Design Objectives:
o SDG 7 – Affordable and Clean Energy: The new transmission line will provide clean and more efficient energy will encourage growth and help the environment, with lower power bills for home and businesses.
o SDG 8 – Decent Work and Economic Growth: EnergyConnect will create 1,500 jobs, primarily across regional NSW. The landmark project is providing a boost to local and Indigenous communities through employment, opportunities for local businesses and suppliers, improvements in infrastructure and increased economic activity.
o SDG 9 – Industry, Innovation, and Infrastructure: EnergyConnect’s route passes though renewable energy zones which will transform energy supply for millions of Australians. The project will improve the affordability, reliability, and security of electricity supply.
o SDG – 12 Responsible consumption and production: EnergyConnect is committed to reducing the ecological footprint through using sustainable concrete mixes, reduced land and vegetation clearance, and packaging waste within the supply chain. The efficient management of natural resources, disposal of waste and pollutants, are targets set for the project to achieve this goal.
o SDG 13 – Climate Action: Minimising the impact on carbon sequestration through reduced land and vegetation clearance go hand in hand with efforts to integrate disaster risk measures and sustainable natural resource management.

The Parramatta Light Rail (PLR) Stage 1 project continues to deliver beneficial, measurable, and enduring outcomes for the natural environment, through innovations such as:
• an Australian-first encapsulating rail boot system to reduce operational noise and vibration
• the use of macro synthetic fibres in the concrete track slab to reduce steel reinforcement and increase durability
• NSW’s first ‘green track’ on a light rail project, to reduce noise and urban heat while integrating with heritage and sensitive environments.
By 2026, the PLR project anticipates a daily patronage of around 28,000 people with an estimated 130,000 people living within walking distance of the 16 light rail stops. PLR will reduce the need for people to travel by car around the Greater Parramatta region, taking the equivalent of 25,000 cars off the road by 2041.
The project’s infrastructure works package received an Infrastructure Sustainability Council (ISC) As-Built rating of 104.35. It is the highest score awarded to a project to date in Australia, demonstrating PLR’s commitment to creating a lasting legacy through integrating positive economic, social, and environmental outcomes in the design and construction of PLR.
Environmental benefits were realised early on with the recycling of the track, ballast, and sleepers from the former T6 Carlingford Line eliminating the need to manufacture new rail and transport it to site. This resulted in reduced manufacturing, logistics and storage costs.
Overall, the project has achieved:
• Re-use of more than 50% of the ballast, 60% of the rail and 90% of the sleepers extracted from the original single-track T6 line
• 1,000+ tonnes of recycled glass in asphalt
• 25,000+ m2 of existing asphalt milled and re-sheeted rather than removing and rebuilding the entire profile
• 6,000+ tonnes of recycled asphalt pavement in asphalt works
• 100% of usable spoil on the project reused
• 95%+ of topsoil reused in landscaping works
• 40% of aggregates recycled
• 99% of construction and demolition waste recycled, avoiding 145,906+ tonnes of waste in landfill
• 36% reduction in carbon emissions through construction and operations.

The project has produced a high-quality urban realm finish that is sympathetic to Parramatta’s heritage and cultural fabric, including using a wire-free design over much of the alignment and using green track.

The shared pedestrian and light rail zone in Parramatta’s CBD has revitalised the Church Street dining and entertainment precinct and created a car-free zone with the addition of new outdoor structures and landscaping.

A focus on innovative thinking, prudent risk management and close stakeholder collaboration allowed the PLR project to leverage opportunities to mitigate environmental and community impacts and provide sustainable solutions without detriment to operational use. These initiatives included:

Materials re-use
The recycling and re-purposing of materials throughout the construction of the light rail involved investigating and using recycled products in asphalt, recycled aggregates, re-use of existing base/sub-base material in road pavement, supplementary cementitious materials in concrete and reusing usable spoil within the alignment.

Macro synthetic fibres
A NSW-first innovation was the use of macro synthetic fibres within the light rail concrete track. This increased concrete durability and performance, enabled more efficient construction, and mitigated potential stray current issues.

Innovative rail boot system
An Australian-first innovation was achieved with the use of an enhanced, more rigid, encapsulating rail boot system. The bespoke boot made the requirement of a floating track slab redundant as it provided a complete system for rail resistivity, stray current and noise and vibration attenuation requirements.

Micro-tunnel under Church Street
A micro-tunnel design was used under Church Street to enable more storm drainage capacity within the Parramatta CBD. The solution minimised business impacts on the key dining precinct, limited the number of utility relocations and was a key energy and water-saving initiative for the project.

Next Gen Site investigations
To minimise the time and risk associated with utility relocations, the project team used digital modelling from the site investigation program and the use of augmented reality to coordinate the 3D model.

Smarter Active Transport
PLR’s 5.7-kilometre Active Transport Link has opened, connecting people to local transport, businesses and communities. The track is lit by dimmable, motion-sensor LED lighting, which reduces energy and maintenance costs while also supporting public safety.

Green track
In a NSW-first innovation, PLR designed and integrated a total of 1.3 kilometres of green track within three heritage-sensitive environments along the PLR alignment. Green track requires 81% less concrete compared to standard embedded track form.

Tree Offset Strategy
Through the Tree Offset Strategy, the project is delivering revegetation actions throughout the Parramatta Local Government Area increasing tree individuals by 5,500+, thereby improving urban heat, community health and increasing habitat for local fauna.

Grey-headed Flying Fox
To minimise impacts on a significant Grey-headed Flying Fox (GHFF) camp within Parramatta Park, the project developed and implemented a specific Construction Monitoring Program to observe and track the behaviour of the camp throughout construction. The program used a tiered approach of regular monitoring by an experienced fauna specialist and trained project staff, activity-based monitoring during higher-risk activities and a stress-response plan in the event of emergencies. The program was used as a successful example of how to minimise impacts on this protected species in an Australian Government best practice guideline.

Bidgee Bidgee Bridge
In a NSW-first, the project team used a weathered steel solution for the long-span steel through truss structure, which will minimise future maintenance and disruption to rail operations. The installation approach was also innovative with the use of a self-propelled gantry system to lift the bridge deck and roll it across James Ruse Drive to its final seating position completed in a single overnight road occupation.

Heritage protection
As Australia’s second oldest city, Parramatta has a rich and varied history of Aboriginal and European significance. This unique history was respected in bespoke designs, developed in consultation with Heritage NSW, such as using wire-free operations in heritage areas, thin resin-bound footpath pavements to avoid disturbing unmarked graves, avoiding unnecessary removal of heritage bridge abutments, lighting solutions to minimise visual clutter and salvage/reuse of sandstone and bricks.

Interpretation
Heritage interpretation was incorporated into the design including paving inlays, interpretive signage, landscaping and an indigenous garden. Archaeological findings were shared with the community in a series of online webinars, and in 2022 more than 1,000 locals and visitors to Parramatta took the opportunity to immerse themselves in the Parramatta Light Rail Heritage exhibition: A Journey through Time. The free exhibition, which ran for three months, featured local historical information and artefacts that had been carefully uncovered and preserved during the construction of PLR.

The PLR procurement considered business and workforce locations as key factors in the decision-making process.

Bidgee Bidgee Bridge
PLR saw the construction of the second-largest steel arch bridge in NSW. The project team worked closely with S&L Steel Group Pty Ltd, based in Western Sydney, through the complex tender review process to ensure they were capable of delivering the scope. Their performance on PLR has proven that S&L has the capability to deliver large projects, and will improve their ability to secure future work. Delivering Bidgee Bidgee Bridge also provided opportunities for the S&L workforce who lived and worked in the project area.

Aboriginal Participation Spend
PLR’s two main works contractors, Parramatta Connect and Great River City Light Rail partnered along with ICN to hold a subcontractor forum for SMEs, Aboriginal businesses, and social enterprises, who were provided with information on potential tender and supply chain opportunities.

Examples of Supply Nation Certified Indigenous businesses that worked on the project include:
• Borger Cranes, who secured the contract for the supply of heavy lift cranes in one of the sections of the project
• New Start was awarded the contract to supply and install street furniture across the project alignment.
• Project catering for most project functions was procured from Aboriginal owned and operated Kallico Catering.

For the Infrastructure Works alone, Aboriginal participation spend exceeded its target by nearly $7m and had a social enterprise spend of over $2.3m.

Social outcomes
The PLR project achieved strong positive social outcomes through the creation of jobs and employment opportunities:
• 53.7% of trades roles were apprentices (target 20%)
• 39% were learning workers (target 20%)
• 14.6% of the workforce was under the age of 25 (target 8%)
• 2.6% of the workforce were women in non-traditional roles (target 2%)
• 2.4% of the workforce were Aboriginal people (target 2.5%)
• 4.2% of the overall workforce were from disadvantaged, disabled and underrepresented groups (target 5%)

Seven employees gained Certificate II in Civil Construction after completing a program providing opportunities for Indigenous Australians, refugees and asylum seekers.

The collaboration of the project, suppliers, contractors, adjoining projects, key stakeholders and the community has resulted in the delivery of a high-quality State Significant Infrastructure project within a complex urban environment. It has delivered considerable long-term benefits in what is a city-shaping investment and a key part of the NSW Government’s future vision for Sydney.

The initiatives implemented by TfNSW on PLR actively contribute towards achieving at least two of the UN SDGs including:
• SDG8 – Decent work and economic growth: This SDG aims to promote sustained, inclusive and sustainable economic growth, full and productive employment and decent work for all. PLR has achieved these goals through the support of small businesses along the alignment, helping them stay open and employ people from the local community.

• SDG11 – Sustainable Cities and Communities: This SDG aims to make cities and human settlements inclusive, safe, resilient and sustainable. By helping the businesses along the PLR alignment stay open and vibrant during construction, TfNSW has contributed to making the city of Parramatta resilient and sustainable.

Given the high-risk profile and logistically challenging aspects of the light rail project, targeted outcomes included a minimal construction delivery time within a multifaceted urban environment, with minimal disruption to Westmead health facilities, businesses, residents and road users through the use of innovative techniques and collaboration with external agencies.

This goal was made more challenging from March 2020 with the onset of COVID-19 which saw Parramatta declared an LGA of concern; the majority of the Parramatta Connect workforce residing in declared areas; and associated supply chain challenges.

TfNSW launched ‘Activate Parramatta’, an initiative for businesses impacted by the PLR construction, to bring life and vitality across the alignment by promoting local businesses, events and activities, including shop local campaigns. Dedicated Place Managers engaged directly with local businesses along the route to provide information and assistance, and to answer questions about the impacts of construction, such as wayfinding, noise and vibration, and access for deliveries and customers.

The Black-throated finch (southern sub-species) (Poephila cincta cincta) (BTF), classified as ‘Endangered’ under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 and ‘Endangered’ under the Queensland Nature Conservation Act 1992 , is a critical aspect of Townsville Ring Road Stage 5 (TRR5) project’s environment and sustainability goals. Aligned with the BTF National Recovery Plan and the EPBC Act, the project identified and sought to rehabilitate a suitable BTF habitat, aspiring to enhance the ecological value of the area.

Under the TRR5 Landscape, Revegetation, and Urban Design (LRUD) Plan, the Grass Rehabilitation Plan (GRP) for the BTF was developed. This plan targeted a three-hectare area that was deemed suitable for rehabilitation and management. Due to limited precedent on suitable treatments, it was considered an innovative trial. The primary objective was to cultivate native grass species across the allocated region, enhancing the foraging prospects for the BTF.

In an innovative partnership, the project team collaborated with Dr Kendrick Cox from the Department of Agriculture and Fisheries (DAF) to commercially produce BTF-targeted foraging seed species: Dichanthium sericeum and Paspalidium distans, a first in Australia, and Setaria Surgens which has previously been grown as a trial but no longer commercially available. Securing these seeds traditionally required wild harvest, an unreliable method due to seasonal variations and other environmental factors. The successful cultivation of seeds was accomplished through the Department of Primary Industries’ seed production facility in Walkamin, Atherton Tablelands. This accomplishment extends beyond the scope of the project, as the additional seeds produced will be stored by Department of Transport and Main Roads (TMR) for use on future projects. Increasing the accessibility of the native foraging grasses directly supports the BTF National Recovery Plan by fostering a more reliable and commercially viable source of these species for future revegetation efforts.

As part of the area preparation before ameliorating and hydro-mulching, the project partnered with the local Wulgurukaba Traditional Owners to conduct a mosaic burn. This culturally-informed approach, aligning with Aboriginal land management practices, facilitated the regeneration of native species already present in the soil by simulating natural ecological processes. This also acted as a strategic weed management tool, reducing the load of invasive plant species by eliminating surface-level biomass and seeds. Post-burn, an active management strategy was launched to monitor and reduce the risk of invasive species being established and improve the ecological diversity of the area.

The Principal Ecologist of Biodiversity Australia, Dr Greg Calvert stated, “the lack of a diverse and reliable range of native grass seeds has resulted in many industries, particularly mining, utilising non-native grasses in rehabilitation projects, and the resulting environmental impact of many of these introduced grasses has subsequently had a greater environmental impact than the mines themselves.” Dr Greg Calvert also commended the project by stating, “the use of grass species that are known to be favoured by black-throated finches is likely to be of enormous value in efforts to prevent the extinction of this species, as commercial availability of favoured species is virtually non-existent.”

The initiative delivers abundant positive environmental, social and economic outcomes, including the commercial production of three seed species, the enhancement of local ecological value, industry knowledge expansion, and market transformation. The initiative has played a pioneering role in establishing an industry for the commercial growth of native fauna-targeted seeds, encouraging more environmentally sustainable large-scale rehabilitation projects to support endangered native fauna species.

Through the establishment of the three hectares, a suitable and secure habitat was provided for the BTF. This achievement represents a critical step in the ongoing protection and conservation of the endangered species as championed within the National Recovery Plan. By providing a well-prepared habitat alongside a suitable water source, the initiative ensures that the BTF has access to appropriate food sources necessary for its survival and well-being. The BTF requires a diversity of foraging grasses which provide year-round availability of seed. The secure habitat serves as a haven where the BTF can flourish, breed, and thrive, contributing to the long-term viability and recovery of the species. The creation of such a dedicated and sustainable habitat is vital for safeguarding the future of the BTF population.

The industry collaboration effort exhibited with Georgiou and Dr Kendrick Cox of DAF resulted in 13kgs of each grass species – Dichanthium sericeum, Paspalidium distans, and Setaria surgens – being successfully cultivated. Previously, due to the outdated wild-harvest methodology, there was limited availability of these grass species for large-scale rehabilitation projects, making this successful collaboration a significant advance in conservation and recovery efforts. The newfound commercial availability extends benefits beyond the TRR5 project, creating opportunities for other conservation groups and ecological restoration projects to utilise these grass species.

This project’s ground-breaking nature becomes apparent considering that it is the first instance where native seed growth and commercial production have been incorporated in a construction contract. It is also the first commercial cultivation of Dichanthium sericeum and Paspalidium distans seeds, which traditionally were sourced via wild harvest.

The project aimed to enhance ecological value in this area. This enhancement is attributed to a variety of methodology and initiatives implemented during the project construction, project planning and design preparation and evaluation, including the establishment of the native grass species and extensive weed removal efforts within the three-hectare area. The project has fostered a healthier environment for BTF by mitigating habitat loss and weed encroachment, which are identified as threats to the species’ in the BTF National Recovery Plan.

The knowledge amassed through this project has been shared extensively within the industry, aiming to stimulate a shift from business-as-usual practices. The methodology and progress have been disseminated both internally, within Georgiou and DTMR, and externally at industry events, and interstate governing agencies like Transport for NSW (TfNSW) through AECOM, the project’s Sustainability Consultant. The project’s accomplishments have been showcased during events like the Vital & ISC Day in 2022 and during site visits by the Environment Institute of Australia and New Zealand (EIANZ), positively impacting the perception of the initiative’s legacy in enhancing native fauna habitats.

The culmination of this project will be a comprehensive factual report detailing the successful implementation of the grassland rehabilitation plan. The report will provide a clear methodology of how the rehabilitation plan was implemented, particularly highlighting lessons learnt and feasibility for other large-scale rehabilitation projects to undertake targeted management strategies. This will serve as a resource for future projects and contribute to broader scientific studies focused on the effective methodology and the reintroduction of the endangered species into the area. Although the report is aimed specifically at the rehabilitation strategy implemented by TRR5 to improve BTF utilisation of the area, the methodology implemented could be utilised for the purpose of any rehabilitation programs implemented by governing agencies, non-for-profit land rehabilitation organisations and private industry such as construction companies or mining.

By sharing these accomplishments and information, the project aims to inspire other stakeholders to adopt similar innovative practices, fostering a culture of environmental stewardship and knowledge sharing. Thus, the TRR5 BTF initiative not only provides a practical solution for species-specific habitat restoration but also sets a precedent and provides a blueprint for future efforts.

The initiative taken by the project has benefited various stakeholders involved in the process. These include:

• Local Ecosystem: The project enhanced ecological health by fostering biodiversity through the cultivation of native, fauna-targeted grass species. The improvement of habitat for an endangered species such as the BTF reflects a commitment to the improvement of ecological value whilst improving infrastructure.

• Research Community: The initiative fosters a better understanding of the species and informs evidence-based conservation strategies. By sharing their insights and experiences, TRR5 contributes to the body of practical scientific knowledge surrounding BTF ecology and conservation. This knowledge can be used to refine and improve future rehabilitation efforts for endangered species facing similar habitat challenges.

• Broader Industry – The initiative benefits rehabilitation and land management efforts by the broader industry such as other infrastructure construction companies, land developers, mines, councils, public utility providers and seed producers. By implementing BTF habitat rehabilitation measures TRR5 sets a precedent for other projects, helping to mitigate impacts on the endangered species. The initiative’s positive impact is identified through another local project, “Townsville Northern Access Road,” requested surplus seeds, highlighting the challenge in sourcing suitable seeds for such efforts. The initiative continues to create beneficial ripple effects in local industries and regional ecology.

• Local First Nations Community – By undertaking area preparation that aligned with Aboriginal land management practices this initiative promoted further inclusion and culturally-informed rehabilitation whilst facilitating the regeneration of non-targeted native species already present in the topsoil.

• Department of Agriculture and Fisheries: DAF gained invaluable insights into the cultivation, growth patterns and suitability of Dichanthium sericeum and Paspalidium distans. This knowledge gained will be instrumental in guiding future projects and initiatives aimed at habitat restoration.

• DTMR: This endeavour led to a sustainable supply of BTF-targeted seed species for DTMR, facilitating their provision of seeds for commercial cultivation to contractors and local industry seed producers. DTMR anticipates that the project’s legacy will aid in future rehabilitation programs for native fauna like the BTF. The department’s long-term goal is to distribute a limited seed volume to contractors who would replenish the DTMR seed bank after successful commercial reproduction.

• Georgiou & AECOM – Invaluable experience was gained in successfully implementing a GRP that goes beyond business as usual. By incorporating design practices that prioritise ecological value, they have contributed to habitat restoration. This experience has expanded their understanding of sustainable and nature positive construction, enabling a stronger focus on ecological enhancement

The availability of these grasses on a commercial scale benefits the project and provides opportunities for other land managers, conservation groups and ecological restoration projects to reintroduce native species. This initiative’s legacy is further highlighted by DTMR’s aim to continue assisting successful rehabilitation programs on infrastructure projects by utilising the established seed bank. DTMR will provide contractors and commercial seed suppliers with a volume of seed supply to be reproduced at a larger scale. The larger-scale cultivation will then yield a volume of seed to be returned to the DTMR seed bank, promoting ongoing conservation efforts.

The project’s strong and positive relationship with the local Wulgurukaba Aboriginal Traditional Owners has received commendation from representatives of the community. The partnership with the Wulgurukaba Aboriginal Traditional Owners exemplifies the respectful and inclusive approach to land management, commitment to understanding and respecting Indigenous knowledge and practices that enhance ecological value. This collaboration established a foundation for continued positive and cultural mindful engagement, fostering the opportunity for ongoing consultation and collaboration on future projects. This approach ensures culturally considerate infrastructure development and construction, promoting mutual respect and understanding between projects and the Indigenous community.
Furthermore, the legacy of the initiative aligns with the United Nations Sustainable Development Goals in the following aspects:

• Goal 15: Life on Land. The project’s BTF grassland rehabilitation plan and implementation and industry collaborative approach contribute to the following aspects of Goal 15:
o Reducing land degradation
o Mitigation of biodiversity loss
o Improving ecological value
The project’s contributions to habitat rehabilitation and the cultivation of native fauna-targeted grass species have produced a lasting impact. The comprehensive factual report will offer an in-depth account of the successful amelioration of each section of the BTF rehabilitation plan, whilst detailing the strategies used to enhance the ecological value of the area. As a valuable resource to providing a lasting legacy, this report will guide future projects aiming to combat land degradation and biodiversity loss through the implementation of their own BTF rehabilitation initiatives.

• Goal 8: Decent Work and Economic Growth. The project’s GRP contributed to the emergence of a new commercial seed growth opportunities for the purpose of native fauna-targeted seed cultivation on rehabilitation projects. This has the potential to create new opportunities for growth in the local industry. Such expansion for local industry commercial growers promotes sustainable business practices by contributing to economic diversification.

• Goal 13: Climate Action. By improving biodiversity and ecological value, the initiative helps to strengthen the resilience and adaptive capacity of terrestrial ecosystems. This enhancement bolsters the natural ability of these ecosystems to absorb greenhouse gases, making a valuable contribution to the global response to climate change.

• Goal 11: Sustainable Cities and Communities. By demonstrating the feasibility and benefits of incorporating biodiversity considerations into infrastructure projects, the initiative offers valuable insights for future urban and regional planning. This approach ensures that development is balanced with the need to protect and restore natural habitats, paving the way for more sustainable communities.

• Goal 17: Partnerships for the Goals. It seeks to strengthen the means of implementation and revitalise the global partnership for sustainable development. The collaboration between various stakeholders, including Georgiou, DTMR, AECOM, DAF and local industry stakeholders, embodies the essence of this goal. Their united effort sets a strong example of cross-sectoral cooperation aimed at improving environmental outcomes, fostering knowledge sharing and promoting best practices in conservation and rehabilitation. The successful commercial production of the three seed species through the collaboration with DAF signifies a step forward in conservation and recovery efforts for the targeted management of vulnerable and endangered native fauna such as the BTF.

CYP Design & Construction (CYP D&C) is supporting an innovative research study including field trials using recycled crushed glass from kerbside waste as a sand replacement in structural concrete.

CYP D&C – a consortium consisting of John Holland Pty Ltd, Lend Lease Melbourne Metro Pty Ltd and Bouygues Construction Australia Pty Ltd – is designing and constructing the ‘Tunnels and Stations’ delivery package of the Metro Tunnel Project (Melbourne). The Project is the largest public transport infrastructure project in Victoria’s history. With 750,000m3 of concrete required to deliver the Tunnels & Stations, CYP D&C identified a significant opportunity to reduce embodied carbon emissions that would require a multifaceted approach to shift away from a business-as-usual way of building concrete-framed infrastructure.

In collaboration with the University of Melbourne, Holcim Australia and Vortex Industrial Solutions, CYP D&C has worked to prepare concrete mix designs that incorporate vortex-processed recycled glass as sand replacement. From July to December 2022, CYP D&C trialled a concrete mix with 25% recycled crushed glass as sand replacement in blinding mixes on suspended slabs at the La Trobe site for the construction of the new State Library Station. As part of the trials, 235m3 of concrete containing vortex ‘glass sand’ was poured.

The trial aimed to investigate the material and structural properties of the glass sand concrete mixes. It investigated how processing the crushed glass through the unique vortex technology affects its surface chemistry, particle size and shape, and how to utilise recycled glass in structural concrete mixes instead of conventional or virgin sand.

This innovative project ultimately aims to conduct important experiments to bring glass-based concrete materials to industrial scale production and use. The key objectives of the project included:

1. Undertaking durability tests and relevant compliance checks against regulatory standards;
2. Undertaking structural compliance tests; and
3. Determining the level of silicosis in the dust when the glass-based concrete elements are excavated.

The trials were successful due to significant partnerships and collaboration between CYP D&C, research institutions and industry. Discussions with the University of Melbourne began in 2020 as part of a Research Framework between CYP D&C, University of Melbourne and RMIT University, with a focus on recycling or upcycling industrial by-products into concrete.

Vortex Industrial Solutions operates a pilot vortex processing plant in Melbourne, allowing select institutions to use the plant to further investigate unique product management methods and materials development. Vortex Industrial solutions was engaged early to supply vortex-processed glass sand for the research and testing, and later for the project trials using crushed kerbside waste glass supplied by Cleanaway.

As CYP D&C’s primary concrete supplier, Holcim Australia was engaged to supply glass sand concrete batches for the temporary blinding trials, and supported research by undertaking ‘hot box’ tests immediately following batching. The hot box test was used to predict the insitu concrete temperature during the concrete pour.

As a result, CYP D&C and the University of Melbourne have worked closely with industry collaborators to implement the innovative approach to turn glass waste into a value-add product.

The research study and trials undertaken have proven the suitability of using waste-based glass sand in structural concrete (as opposed to non-structural concrete), and delivers an innovative recycled content solution that reduces virgin material use.
To the best of our knowledge, recycled glass has not been used as a sand replacement in structural concrete for any building or infrastructure projects in Australia, if not the world. Its use has primarily been limited to low grade non-structural applications such as council footpaths and pavements.

The use of the glass waste as a partial sand replacement is generally considered to be noncompliant with existing guidelines from organisations such as VicRoads, including the VicRoads Section 610 standard required for all permanent works on the Metro Tunnel Project. This is due to the higher alkali content within the vortex glass sand concrete mixture. The alkali content of the glass fines can influence the potential for alkali-silica reaction (ASR), a chemical reaction that can cause significant expansion and trigger cracking in the concrete matrix.

However, this trial has found that using washed vortex-processed recycled glass in concrete reduces the ASR potential as it chemically interacts with cementitious products to form low-permeable phases. It also decreases the pathways for moisture ingress into the concrete matrix and results in a more durable product. Additionally, the field trials confirmed that the use of glass sand had no impact on pumpability or workability of the concrete, as was previously thought to be a possible complication with the product.

Based on the successful results obtained to date, CYP D&C is preparing a proposal to VicRoads to request dispensation for the alkali content noncompliance, based on the ability of the glass fines to reduce the ASR potential. VicRoads standards also currently limit fine aggregate replacement to 30%. This proposal aligns with recent calls for the greater use of performance-based specifications over prescriptive specifications, which promote the development and use of innovative and sustainable concrete technologies. CYP D&C is exploring further opportunities with the University of Melbourne to continue trials in permanent works, and pending further engagement with VicRoads, is also looking to increase the sand replacement from 25% up to 80% in future trials, once the durability performance of the mixes can likewise be proven.

Circular economy: reducing virgin material use
This trial proves the reliability of innovative circular economy solutions in structural concrete and reveals the exceptional achievements being made in this area of product development. At the same time, the trial has significantly reduced reliance on virgin sand – which is an unsustainable practice – by using a waste product that would otherwise be sent to landfill.
Sand from the desert is generally considered unsuitable for use in concrete, so virgin sand is sourced and transported from rivers, lakes, oceans and beaches, causing negative ecological impacts. Replacing virgin sand with recycled crushed glass reduces the need for additional sand mining. This trial is paving the way for innovation in circular economy, with a shift away from unsustainable linear economy principles of using virgin sand.

Knowledge sharing
Information was shared between all stakeholders at various milestones of the project trials, with all stakeholders working collaboratively but still respecting the Intellectual Property of the University of Melbourne’s research. CYP D&C and industry partners have provided in-kind-contributions to support the ongoing research and have supported the recent ‘Large Scale Production and Deployment of Concrete Containing Glass Waste’ funding grant application by the University of Melbourne to Sustainability Victoria.

During May and June 2023, CYP D&C, in collaboration with Rail Projects Victoria, has promoted the achievements of the research and field trials through a series of social media postings and industry newsletters, including RailExpress and CBD News, as well as being featured on the Victoria’s Big Build (Metro Tunnel Project) website. CYP D&C has also submitted the outcomes from the research and trials for the 2023 Premier’s Sustainability Awards (Victoria), as well as a conference paper submission for the 2023 National Transport Research Organisation (NTRO) International Technical Conference – Beyond Certainty (affiliated with Australian Road Research Board (ARRB)) in October 2023.

One of the key benefits of the initiative is identifying an emerging market for waste-based glass for Victoria and Australia.

The glass fines investigated in this research and trials have previously had limited end uses and are often stockpiled or sent to landfill. In 2019, the Parliamentary Budget Office found that an estimated 250,000 tonnes of glass waste was generated in Victoria annually, with only 40% being recycled. The remaining glass is overwhelmingly made up of glass fines that has to date been found to be inappropriate for recycling and therefore sent to landfill. These trials demonstrate the viability of adopting circular economy practices that create positive outcomes for the environment.

CYP D&C has engaged ecologiQ, the Victorian Government agency responsible for integrating circular economy objectives into Victoria’s transport infrastructure projects, to assist in our engagement with VicRoads and to utilise the knowledge gained to support a shift away from prescriptive-based specifications. Using the results of the research field tests to date, the project team can engage with stakeholders such as VicRoads and ecologiQ to consider reviewing concrete standards, which currently limit recycled content in aggregate to 30% (VicRoads Section 610). It is hoped through engagement with ecologiQ, and using the knowledge gained from trials undertaken on this project, that further opportunities will be identified on emerging major projects to continue field trials of this innovative research.

Excitingly, preliminary results from the research team indicate the glass could not only be used as a sand replacement, but that the finer grade of the glass sand has potential to act as a binder in the concrete, highlighting the opportunity for the glass fines to be used as a cement replacement and providing a significant impact on the decarbonisation of concrete. This represents a future trial opportunity at our surface works sites or on another project, pending further university research.

Additionally, the research team is investigating the possibility of upcycling other industrial by-products into concrete mixes in addition to kerbside glass. One of these focus items is solar photovoltaic (PV) panels – a growing waste issue – which are made from up to 80% glass. CYP D&C is hoping to support this research by trialling the PV mixes at future surface works sites during 2023 or 2024. Based on the outcomes of these trials, there is significant opportunity to benefit the solar PV industry and end-users.

Climate Action; Responsible Consumption and Production
CYP D&C deliberately established sustainability objectives that require supply chain and research institution collaboration to urgently combat climate change and its impacts (UN Sustainable Development Goal (SDG) 13 ‘Climate Action’).

The study and associated trial of the recycled crushed glass concrete by CYP D&C at the Metro Tunnel Project’s La Trobe site has proven that glass sand can be used for large scale concrete production for structural concrete in building and infrastructure projects, while providing a reliable market for waste glass in Victoria and Australia, and reducing the reliance on natural or quarried sand for concrete production – aligning with UN SDG 12 ‘Responsible Consumption and Production’.

By providing a field trial site for the glass based concrete trials, CYP D&C is paving the way for the scaling up and full commercialisation of crushed waste-based glass as a sand replacement in the built environment. CYP D&C’s work has accelerated the potential uptake of recycled glass fines in the infrastructure and building industries, whilst demonstrating how circular solutions can be scaled across businesses, sectors, or whole systems.

The innovative research and process employed in this study has opened new areas of product development and demonstrated that recycled crushed glass is a viable sand replacement in structural concrete. With increased up-take by industry, the supply of glass sand is expected to improve and eventually become comparable to that of other raw ingredients of concrete. With recent investment in new glass crushing plants in Melbourne and surrounds, and Victoria’s Recycled First policy, the research is critical and timely. CYP D&C is proud to be undertaking these trials given the significant pipeline of concrete framed infrastructure and building projects in Victoria alone.

Partnerships, Collaboration and Innovation
The trials were successful due to significant partnerships and collaborative work between CYP D&C, research institutions and industry (UN SDG 17 ‘Partnerships for the Goals’). This study and subsequent trials open the door for industry to continue to develop this circular economy innovation.

The innovative research and field trials are in direct alignment with UN SDG 9 ‘Industry, Innovation and Infrastructure’. Through our collaboration with research and industry partners, CYP D&C is fostering innovative practices, and creating a roadmap for full-scale market transformation in circular economy of waste-based glass to be used in building and infrastructure projects.

The next steps, led by CYP D&C in collaboration with the University of Melbourne, are to increase knowledge about this innovative circular economy research and work with stakeholders and standards regulators in Victoria to accommodate higher percentages of recycled aggregate content in concrete standards.

The research and trials have the potential to leave a legacy on the construction industry to realise significant cost savings, diverting a significant amount of glass from landfill, and influence a uniform industry-wide specification change for the application of waste-based glass sand in concrete. It is hoped this study will challenge the current prescriptive-based specification approach for concrete in Australia – typically prohibiting innovation and the emergence of sustainable concrete technologies – and a move towards the application of performance-based concrete specifications in the built environment.

The Rail Infrastructure Alliance (RIA), a Rail Projects Victoria (RPV) package of works delivered as part of the Rail Network Alliance, has set a precedent for major rail infrastructure projects by leaving a positive ecological net gain without the need for biodiversity offsetting. RIA has pursued ecological enhancement and connectivity opportunities (RIA Ecological Enhancement Project (‘the Project’)) on a voluntary basis guided and incentivised by the Infrastructure Sustainability Council (ISC) certification scheme. RIA not only minimised and mitigated the negative impacts caused by climate change pressures on ecosystems, but actively contributed to the protection, maintenance, and enhancement of biodiversity through design decisions and enhancement opportunities within an operational brownfield rail corridor.

The opportunity to provide ecological enhancement within a rail corridor is rare and was accompanied by complex and challenging issues. The approach to the delivery of the Project achieved this by ensuring that no native vegetation was removed to facilitate the works and that high-value ecological sites have been maintained, protected, and enhanced. Alongside the commitment to not remove any native vegetation, the Project installed ‘no go zones’ (NGZ) to further protect threatened species. RIA had taken this opportunity to develop a bespoke innovative methodology to assess the enhancement potential by increasing ecological values and the extent of the existing remnant vegetation for habitat connectivity. These outcomes were delivered in two key stages:

Stage 1 – Ecological Impact Assessment (EcIA). This involved the development of an innovative method to select appropriate sites for enhancement, assessing both the ecological value and habitat connectivity value of the assets within the rail corridor, as well as providing a method to rank each site for its enhancement potential. The EcIA method drew upon existing scientific and widely accepted practices for the assessment as required by State legislation for the characterisation of ecological value. Building from this, a novel methodology was developed for scoring and ranking ecological values and habitat connectivity to consider the best locations for ecological enhancement sites. Using the NGZ as the proxy for ecological value, RIA ensured that all native vegetation and rare and threatened fauna habitat types were considered in the assessment method.

Stage 2 – Delivering Ecological Enhancement. RIA engaged with key stakeholders to pursue several ecological enhancement opportunities. Through consultation with a range of landowners and land managers, sites were selected for enhancement with the most significant probability of success. A total of five (5) sites managed by MTM (Metro Trains Melbourne) were selected along the Sunbury Rail Corridor due to the presence of high ecological values. By enhancing these five (5) ecological sites, RIA developed an Ecological Enhancement Program to deliver over three (3) hectares (3ha) of additional native grassland within the rail corridor which will reconnect Plains Grassland patches and lead to an overall improvement in connectivity by more than 50%. This equates to greater than 30% enhancement of the ecological value that exists within the RIA Project land which should be achieved in a 10-year period.

Native grasslands are endemic to southwestern Victoria and primarily confined to the Victorian Volcanic Plain bioregion. These native grasslands (Plains Grassland Ecological Vegetation Class (EVC)) are threatened at both the Commonwealth and State level – where presently, they are listed as Critically Endangered under Commonwealth legislation and listed under Victorian legislation. Key to the ongoing preservation of this threatened ecological community is the protection of high-quality examples of the ecological community where they remain. These examples often exist as small, fragmented remnants within public land roads and rail reserves. The awareness of the conservation value of these high-quality remnants within Melbourne’s urban growth corridor has increased in recent times, placing greater emphasis on the protection and restoration of these EVCs.

The land on which the Sunbury Rail Corridor was built once supported vast areas of native grassland and examples of these high-quality remnant EVCs remain today where they are protected within biosites. These biosites not only protect examples of the threatened ecological community but also provide habitat for several flora and fauna species that are also threatened at the Commonwealth and State level.

Leveraging strong connections with the rail operator, MTM, RIA had successfully integrated the ecological enhancement program into a previously established biosite conservation management program, demonstrating MTM’s ability to protect and maintain these sites from habitat loss and fragmentation.

Ecological value was assessed by RPV during the planning phase of the Project to inform the planning and environmental approvals required to facilitate the commencement of the works. Prior to commencing design, ecological areas were surveyed and inspected by ecologists. Where design was within proximity of NGZs, collaboration occurred between the design and environment teams through an interdisciplinary design review process to raise ecological matters. This partnership approach between RIA Design and Environmental and Sustainability teams allowed for greater protection of ecological impacts by assessing the geographical extent of the remaining reserves of native grasslands.

The Project presented a unique opportunity to contribute to biodiversity conservation efforts in the Sunbury Rail Corridor in collaboration with the rail operator MTM which is managing biosites through their existing successful biodiversity program. As mentioned, these biosites are located within the rail corridor and support habitats synonymous with the Environment Protection and Biodiversity Conservation Act 1999 (EPBC) listed Natural Temperate Grassland of the Victorian Volcanic Plain (NTGVVP) ecological community (critically endangered) and the Flora and Fauna Guarantee Act (FFG) listed Western (Basalt) Plains Grassland community. These sites also support habitat for several rare and threatened flora and fauna species protected at the Commonwealth and State level.

Consultations with MTM’s Biodiversity team, which actively coordinates and oversees the management of existing areas of ecological value across the metropolitan Melbourne rail network, led to the identification of preferred sites along the Sunbury Line for the enhancement of ecological values. This collaboration was instrumental in understanding MTM’s biodiversity priorities across the region as well as gleaning an on-ground understanding of the existing ecological conditions at the sites to be enhanced.

Overall, the process allowed for RIA to consider the best locations for ecological enhancement within operational brownfield railway corridors, factoring in both ecological value and habitat connectivity between areas of ecological value within and proximal to the Project land, with respect to the wider strategic context for native grassland conservation within Melbourne’s urban growth area. This meant that RIA could select sites within the Project land that would provide the greatest contribution to grassland conservation in terms of quality, connectivity, and longevity. The RIA methodology for the enhancement is new and bespoke to conserving and enhancing EVCs and there is potential for this methodology to be adopted for other rail or linear infrastructure projects in the future.

As stated previously, through collaboration and partnership with MTM, RIA has increased the geographical extents of critically endangered Plains Grassland by over 3ha, contributing to over 30% increase in ecological values, while maintaining and enhancing habitat connectivity by over 50%. The enhancement has also been shared through MTM’s previously established Biosite Management Program.

Urbanisation remains to be an increasing threat to ecological value. Native grasslands are no longer extensive and have become highly fragmented in a landscape largely cleared for land uses such as urban development. The ongoing risk of habitat fragmentation continues to threaten the viability of these grassland EVCs to continue supporting critical ecosystems across Victoria.

Acknowledging the transport industry’s ability in protecting these values, RIA has championed a practical and unique conservation program focused on improving the critically endangered grassland community, which directly benefits the local ecosystem. By protecting and restoring the habitat, the program safeguards the unique biodiversity found within the grasslands that are critically endangered.

RIA is pursuing ecological enhancement opportunities to protect the habitat of the critically endangered Plains Grassland EVC to support several nationally and state-listed threatened species. By creating habitat connectivity and restoring ecological balance, the Project supports the survival and proliferation of various EPBC and FFG listed threatened species such as the spiny rice flower (Pimelea spinescens subsp. Spinescens), arching flax lily (Dianella longifolia var grandis), growling grass frog (Litoria raniformis), striped legless lizard (Delma impar), golden sun moth (Synemon plana), and southern brown bandicoot (Isoodon obesulus). By providing suitable habitats and improving connectivity, the program helps safeguard these species from further decline and potential extinction, promoting their long-term survival.
Underpinning this achievement is the effective collaboration between the Project team and rail operator (MTM), allowing MTM to expand upon their pre-existing historical conservation efforts. The community is another direct benefactor of RIA’s ecological enhancement program, protecting and restoring the natural habitats within the operational rail corridor, create healthier and more resilient environments, community members can enjoy as they utilise the train network. Protecting native flora and fauna enhances the aesthetic appeal of the community while fostering a harmonious connection between humans and nature, enhancing the community’s quality of life.

The novel approach of RIA ecological enhancement program demonstrates an approach to both conserving and enhancing biodiversity values, simple in its development yet a proactive step for major infrastructure projects to adopt in planning for future projects where high materiality biodiversity values are present. Through its implementation, RIA reveals how ecological gains can be achieved for linear infrastructure projects in an urban setting without reliance on native vegetation offsetting schemes.

The success of RIA’s ecological enhancement program is truly a direct benefit of participating in the ISC certification scheme, despite the challenges of working within an existing brownfield operational railway, the ISC framework guided RIA to go beyond business as usual and pursue opportunities that would typically be precluded by relying on existing statutory processes and/or guidelines. RIA can attest to the challenges of implementing sustainability outcomes in operational brownfield railway corridors given achieving such outcomes can be restricted by operational constraints and limited policy frameworks.

The ecological enhancement of the Sunbury Rail Corridor is a successful case study illustrating the benefits of an ISC requirement in driving the achievement of protection, enhancement, and connectivity of ecological values. As such, RIA has focused on pursuing opportunities to make rail not just a ‘green’ mode of transport but a sustainable industry,’ aligning with the United Nations Sustainable Development Goals (SDG).

The ecological enhancement program will contribute to SDG 15’s ‘Life on Land’. This goal seeks ‘to protect, restore and promote sustainable use of terrestrial ecosystems and halt and reverse land degradation and biodiversity loss’. More specifically, the program addresses target SDG 15.5 to ‘protect biodiversity and natural habitats’ by taking significant action to reduce the degradation of NTGVVP and reverse the loss of critically endangered and threatened species within and in proximity of the Project area.

Directly addressing SDG 15, the sites selected had the greatest opportunity for habitat connectivity enhancement to support the protection and continued existence of endangered species, seen as an improvement of ecological connectivity. In quantifying the value of ecological connectivity, the 50% increase was completed by assessing the existing number of isolated sites and comparing the baseline against the area of connectivity by the proportion of their total area.

Further, RIA’s conservation efforts address SDG 11’s ‘Sustainable Cities and Communities’ by promoting sustainable urban development through integrating ecological considerations, RIA contributes to creating a more sustainable, inclusive, and resilient community with enhanced biodiversity. Similarly, the program also indirectly supports SDG 13: ‘Climate action’ by contributing to climate action as RIA’s ecological restoration efforts create carbon sinks which help reduce greenhouse gas emissions. RIA also has left a lasting positive community benefit, in alignment with SDG 3’s ‘Good Health and Well-being’, by providing a healthier ecosystem with the preservation of biodiversity and green spaces linked to improved physical and mental health outcomes, contributing to the overall well-being of community members.
The methodology has developed an approach that can be readily adopted by other linear infrastructure projects interested in pursuing similar habitat enhancement and connectivity initiatives. As such, the RIA Ecological Enhancement Program will not only increase the ecological values and connectivity within the Project Land, but it will add value to the significant gains that have been achieved by its delivery partner MTM in restoring and protecting biodiversity values across the Melbourne metro network.

The ecological enhancement will contribute to the ongoing protection and management of grasslands within peri-urban Melbourne. RIA’s success highlights that as more major infrastructure projects are proposed, a balance between social, economic, and environmental outcomes can be achieved across Melbourne’s rail network for linear transport projects. RIA’s voluntary net gain in native biodiversity is a significant achievement which benefits ecological communities by protecting and providing habitat to several nationally and state-listed threatened species, highlighting how rail can be a holistic sustainable industry.

Addressing climate change requires immediate and innovative efforts to reduce carbon emissions, supporting net-zero and fostering the circular economy. The extensive use of plant equipment in
construction poses challenges to emissions reduction, demanding creative approaches in material selection and construction methodology. The E2G project has tackled these challenges by implementing carbon reduction initiatives, focusing on inventive construction methods, materials, and energy solutions to drive towards net-zero and achieve circular economy outcomes.

The first initiative involved constructing over 10 km of concrete pavements for cycleways, footpaths, and shared paths using a Concrete Extruding Slipform Paver with a custom mould and a 100% recycled plastic fibre reinforcement product called EMesh. This Australian-first method was developed by E2G in conjunction with the project’s concrete supplier, Emesh’s manufacturer and TMR and resulted in a reduction of raw materials consumption, significantly increased productivity, enhanced personnel safety, and supported waste repurposing. The slipform paver was used to mechanically place the concrete during pavement construction, reducing project construction times and lowering GHG footprints.

The E-Mesh product aligns with circular economy principles, repurposing waste into new products, diverting waste from landfills, and strengthening the market for sustainable materials. The project also supported employment opportunities for individuals on the National Disability Insurance Scheme (NDIS) through EMesh packaging.

In addition to the E-Mesh initiative, E2G worked with a Cairns local off-grid supplier where six solar hybrid systems were developed and deployed to replace traditional generators across the project in a state-first initiative. The innovation consisted of three containerised solar hybrid systems to power remote compounds and three trailer-mounted relocatable solar hybrid systems providing temporary power to utilities. These systems significantly reduced diesel usage while providing reliable 24-hour power to the site at a significant cost saving to the project. Each system is powered by a battery bank and fitted with solar panels that maintain the battery charge, with a backup generator running during peak usage periods.

The containerised systems powering the compounds observed benefits of an over 75% reduction in diesel usage and associated greenhouse gas (GHG) emissions, saving approximately 10,000L of diesel per year per unit, and providing 24-hour reliable power.

Additional project benefits included increased security through additional CPTED equipment (cameras and security lights) and the ability to use amenities and fridges overnight. This allowed the
workforce to store food , access hot water, hot drinks and ice machines at the start of the workday and significantly reduce noise impacts on nearby residential sensitive receivers.

The trailer-mounted relocatable solar hybrid systems providing temporary power to utilities observed benefits of an over 80% reduction in diesel usage and associated costs and GHG emissions, saving approximately 9,000L of diesel per year per unit, and a reduction in runtime to less than two hours every other night.

Other initiatives implemented on E2G include using recycled glass bedding sand sourced from the local council’s container recycle scheme and the onsite crushing and reuse of project generated
waste concrete.

The E2G project’s carbon reduction initiatives led to numerous tangible and measurable outcomes that support the industry’s drive for net zero and a circular economy. The outcomes include carbon reduction, cost savings, productivity improvements, and repurposing of waste.

Outcomes achieved on E2G through these initiatives include:

1. Increased productivity ̶ combining E-Mesh with a slip form paver enabled increased productivity, with the project observing an increase from a maximum of 250 m2/ day to a maximum of 1050 m2/ day of shared path construction. The reduced duration of works has flow on benefits that reduce the duration of impacts on surrounding residential sensitive receivers.
2. Reduced CO2 emissions ̶ the integrated approach led to a substantial reduction in CO2 emissions when compared to conventional methods, with the E-Mesh via a paver reducing combined material and fuel emissions by 50% and the solar hybrid systems reducing diesel usage and associated emissions by over 75% respectively. It is calculated that these initiatives have reduced emissions on E2G by approximately 1,400 t CO2-e.
3. Cost savings ̶ the use of E-Mesh reinforced concrete extruded via a slipform paver resulted in an estimated reduction of approximately $12/m2 compared to traditional form-reo pour concrete pavement construction, translating to an overall cost reduction of about 25%. The solar hybrid systems reduced fuel usage and associated costs by over 75%, achieving a net break- even point of 18 months and cost savings beyond that point.
4. Reduced fuel usage ̶ the adoption of solar hybrid systems resulted in a significant decrease in fuel consumption, with the containerised systems saving around 75% or ≈10,000L of diesel per year per unit and trailer-mounted systems saving 80% or ≈9,000L per year per unit. The E-Mesh Paver methodology resulted in a fuel saving of around 85% or ≈73,000L versus conventional methods.
5. Circular economy benefits ̶ the E2G project demonstrated a commitment to the circular economy by repurposing waste into new products, diverting waste from landfill, and reducing raw materials consumption in construction, replacing 115,178kg of steel reinforcement with recycled plastic.
6. Employment opportunities ̶ The project supported employment opportunities for individuals on the NDIS through the preparation of E-Mesh for the supplier, with around 18 hours of NDIS labour expended for every 100m3 poured of concrete comprising EMesh. By the completion of the project E2G will have supported over 850 hours of NDIS labour.
7. Onsite Recycled Concrete Waste Reuse ̶ the project utilised a crusher to process and reuse concrete waste generated on site to reduce the volume of virgin materials required to be supplied to the project. To date approximately 27,000 T of concrete waste has been reused on site.
8. Recycled Glass Sand ̶ the project is using locally produced recycled glass as bedding sand in place of virgin quarried sand, manufactured from recycled bottles collected from recycling bins and the container refund scheme. This has proven to be a cost-effective replacement for virgin sand. To date, the E2G project has utilised more than 2250 tonnes of recycled glass.

The outcomes of the E2G project were extensively shared across the joint venture, which resulted in the adoption of E-Mesh and solar hybrid systems in other projects, including LXRP projects in
Melbourne, the Gateway Project in Sydney and the Department of Transport and Main Roads (TMR) projects in Queensland. Both innovations have been verified by the Infrastructure Sustainability Council (ISC) , with the slipform machine construction methodology being an Australian first innovation, and the solar hybrid systems being a Queensland-first. ISC will communicate the innovations through their innovation system. E2G has also completed detailed case studies to support these innovation claims and assist other projects with implementation that have been disseminated among the project partners and within TMR. Presentations have been hosted for the project partners and TMR is developing a training module to share knowledge and lessons learned for these initiatives. Formal communications both within TMR, and externally through presentations and social media, have been rolled out to share the information within the wider industry and generate interest in sustainability in the public. In addition to this, presentations are planned for late 2023 at industry conferences including IECA and Engineers Australia.

The carbon reduction initiatives of the E2G project have brought measurable benefits to a wide range of stakeholders, including the construction workforce, project stakeholders, local communities, the broader construction industry, and local businesses.

The construction workforce has experienced improved working conditions due to 24-hour power, reduced noise pollution and emissions resulting from the solar hybrid systems deployed at all
satellite construction compounds. The decrease in reliance on traditional generators has led to a safer and more sustainable work environment.

Project stakeholders, including TMR and joint venture have reduced costs and increased efficiency due to the innovative construction techniques. These initiatives have provided a competitive
advantage and helped E2G set the standard for the region in sustainable practices.

Local communities have benefited from the reduced carbon emissions, noise impacts, and the adoption of environmentally friendly practices. The use of solar hybrid systems and more efficient
construction techniques has reduced the environmental impact of projects on surrounding communities through faster completion of works and reduction in generator noise.

The broader industry has gained valuable insights and inspiration from both the development of E2G project’s E-Mesh Paver methodology and the solar hybrid systems. These approaches have
demonstrated the potential for sustainable practices and have encouraged the adoption of similar processes on other projects.

Local businesses have also benefited from the implementation of these initiatives. The deployment of solar hybrid systems has allowed a local business to carry out research and development on offgrid power in the construction industry with minimal financial outlay. This has increased the business’s financial sustainability through the diversification of products, as the contractor has
constructed additional systems for further construction projects based on the lessons learned from E2G.

The approach to waste management and recycling has had significant implications. By utilising a crusher to process and reuse on-site concrete waste and using recycled glass sand instead of
virgin quarried sand, the project has reduced the need for virgin materials. This approach has, in turn, benefitted local waste recycling by providing a market for recycled materials. It supports the
projects and TMR’s sustainability policies by demonstrating successful waste recycling and repurposing in large-scale projects.

The E2G project has supported employment opportunities for individuals on the NDIS through EMesh packaging. This initiative has fostered social inclusion by providing meaningful work opportunities for people with disabilities and demonstrates E2G’s commitment to diversity and inclusion in the workforce.

The legacy of these initiatives has encouraged the adoption of similar sustainable practices across other projects, driving net zero and circular economy outcomes. These innovations have
demonstrated the feasibility, cost-effectiveness, and environmental benefits of adopting renewable energy and a circular economy approach, while also setting a precedent for future projects to follow. These innovations have contributed to significant progress in achieving several United Nations Sustainable Development Goals (UN SDGs) within the infrastructure construction industry.

1. SDG 7 ̶ Affordable and clean energy and SDG 13 ̶ Climate action
   The solar hybrid systems increase access to affordable, reliable, and sustainable energy sources by reducing diesel usage and promoting renewable energy alternatives. This reduces the overall carbon footprint of construction projects and contributes to a sustainable energy mix. By implementing solar hybrid systems using E-Mesh, a 100% recycled product and the adoption of on-site waste reuse the project has helped reduce greenhouse gas emissions, contributing to global efforts to combat climate change and mitigate its impacts.
2. SDG 8 ̶ Decent work and economic growth
   Both the solar hybrid systems and the E2G project support the creation of work opportunities and foster economic growth by promoting sustainable practices an innovative solutions. The deployment of solar hybrid systems in off-grid construction projects contributes to the growth of the renewable energy sector, generating new job opportunities and stimulating investment in clean energy technologies. In addition, the E2G project supports employment opportunities for individuals on the NDIS, fostering social inclusion and contributing to a more inclusive and equitable job market.
3. SDG 9 ̶ Industry, innovation, and infrastructure
   Through the deployment of the solar hybrid systems and the development of new construction methods the E2G project encourages sustainable and resilient infrastructure design and construction. Both initiatives demonstrate how cutting-edge technology and processes can allow a project to be more efficient and environmentally conscious without compromising cost or project timelines.
4. SDG 11 ̶ Sustainable cities and communities
   The solar hybrid systems and the E2G project’s use of recycled materials contributes to the development of sustainable cities and communities by reducing the environmental impact of
   urbanisation. The solar hybrid systems offer a more sustainable power solution for construction projects, minimizing greenhouse gas emissions, air pollution, and noise pollution associated with traditional diesel generators. The E2G project reduces waste and minimizes the environmental impact of new infrastructure projects through the use of recycled materials.
5. SDG 12 ̶ Responsible consumption and production
   The solar hybrid systems and the reuse of site generated waste supports a shift towards more responsible consumption and production patterns. The solar hybrid systems reduce diesel consumption and promote renewable energy, while the new footpath methodology demonstrates the potential for repurposing waste materials in construction, reducing GHG emissions, and promoting a circular economy. Together they contribute to reducing waste and promoting energy efficiency throughout the entire lifecycle of construction projects.

By showcasing the economic benefits of adopting innovative technology and processes, such as the solar hybrid systems and the use of EMesh in a paver, both initiatives encourage companies in the engineering and construction industry to invest in sustainable solutions. This in turn stimulates economic growth by driving demand for new technologies, products, and services that support
sustainable development and create new markets. As a result, these initiatives not only contribute to the achievement of the UN SDGs but also serve as examples for other industry players to follow. By incorporating these sustainable practices and innovations into their own projects, companies can actively contribute to global efforts to combat climate change, promote sustainable development, and create lasting, positive environmental outcomes.

Starting in 2018, Metro Trains Melbourne (MTM) has established an industry-leading biodiversity program that aims to restore and maintain 30 sites of biodiversity significance across the Melbourne metro network. Rail corridors have long been recognised as ideal biodiversity preservation sites. This concept is acknowledged across Australia, but nowhere else is this more applicable than the MTM network. The MTM network not only retains some of Australia’s most poorly represented habitat types and threatened species, but the radial layout of MTM’s network means it plays an important function in linking up larger core areas of habitat across Greater Melbourne.

The 30 sites that Metro has committed to managing are referred to as biosites. Biosites contain threatened flora, fauna, and ecological community values and are located throughout Greater Melbourne, with a large number occurring in rail corridors. There is a long history of academic research associated with biosites in the rail corridor, and the wider community places a large amount of value in these areas. This is largely due to biosites representing some of the most natural examples of nationally threatened ecological communities and species habitats that remain and are invaluable as reference areas.

After several decades of inappropriate or limited management of biosites across Victoria, Metro completed baseline assessments to understand their condition, map their current extent and validate historical threatened flora and fauna records. Key biodiversity metrics captured during the baseline assessment were later used to measure the performance of the program and the efficacy of management activities. Once the baseline condition of the biosites was understood, a Biodiversity Management Plan was prepared to guide the delivery of the biodiversity restoration program over the MTM franchise period (7 years). Central to the management plan’s success was its ability to be adaptable to seasonal variability and management treatment success, as well as having clear site base objectives and targets.

Key management activities that MTM’s Biosite Management Program is completing across the 30 biosites includes vegetation biomass (dead plant material) removal, particularly in native grassland sites where a build-up of biomass material then decomposes, releasing nutrients and favouring weed invasion and growth. Biomass management is undertaken by completing cool season ecological burns as well as mechanical methods. Other management actions undertaken includes threatened flora management such as hand weeding around threatened plants, weed control and pest animal management. Permanent protection fencing has been installed around all biosites to exclude un-authorised entry. Now in the sixth year of management, a greater emphasis is being placed on revegetating disturbed areas within biosites.

In addition to MTM’s original commitment, through working in partnership with Metro’s major project partners, an additional 30 sites of biodiversity significance containing threatened flora and fauna values have been identified across the Metro network. In FY22-23, 10 new sites considered at greatest risk or importance were brought into the wider Biosite Management Program and are currently under management. An additional nine biosites will be established in FY23-24 and nine more biosites in the following years.

A mid-franchise monitoring event was undertaken in 2022 to track and monitor key performance metrics for the Biosite Management Program against baseline conditions. Several monitoring methods and metrics were used to monitor the program’s performance including the Habitat Hectare method for habitat condition, as well as undertaking threatened flora surveys.

The results from the mid-franchise monitoring event far exceeded expectations including all sites recording an increased plant species richness (increased species diversity) and 11 threatened flora and fauna species recorded an increased abundance across all biosites. In addition, weed percentage of cover have reduced at all biosites which has contributing towards the achievements listed below.

Key biodiversity program outcomes to date identified through the 2022/23 monitoring event include:

• 314% increase of threatened species abundance compared to baseline records
• 3 ecological communities recovered
• 5 threatened species recorded at biosites where they were previously not recorded
• Introduction of an annual ecological burn program as a business-as-usual management activity
• Identification of 30 new biosites to be protected and managed across the Metro network, 10 of which were protected in FY22-23.

Individual species increased abundance achievements include (recorded in 2022/23):

• Spiny Rice-flower (Commonwealth – Critically Endangered) Increased abundance by 590 plants across 10 biosites
• Matted Flax-lily (Commonwealth – Endangered) Increased abundance by 109 plants across 7 biosites
• Dense Leek-orchid (Commonwealth – Vulnerable) Increased abundance by 12 plants at 1 biosite
• Large-fruit Groundsel – (Commonwealth – Vulnerable) Increased abundance by 65 plants across 6 biosites
• Basalt Podolepis (Victoria – Endangered) Increased abundance by 415 plants across 4 biosites
• Arching Flax-lily (Victoria – Critically Endangered) Increased abundance by 109 plants across 14 biosites

A key reason why the Biosite Management Program recorded these significant achievements was the establishment of an ecological burning program. When the Biodiversity Management Plan was first developed, it was considered unlikely that a plan to introduce an ecological burning program into an operating urban rail environment would be realised. However, through considerable stakeholder engagement and a risk-based approach, Metro now undertakes 8-10 cool season ecological burns annually across the Metro network.

Ecological burning provides suitable conditions to increase plant species richness by reducing competition to resources such as light and soil moisture. Ecological burns also provide environmental cues for plants to germinate and provide optimal conditions for post-burn weed control to significantly reduce weed cover.

Our ecological burns are staged and undertaken in a mosaic pattern within biosites in order to provide a refuge area for fauna species to move into to avoid flames. This also means that only manageable sized areas are tackled at any one time, particularly for resource intensive post-burn weed control efforts. Our grassland and grassy woodland biosites are generally burnt on a 3-5-year cycle which seeks to replicate the natural burning cycle of these ecosystems.

Resulting from the 10 new biosites established in FY22/23, there will be an additional 251 threatened and protected species being protected and managed. These species include Large-flower Crane’s-bill, Matted Flax-lily, Pale Flax-lily, Spiny Rice-flower, Sun Orchids and Veined Spear-grass. In addition to these, the remaining 21 new biosites that will be established between FY23/24 and FY25/26 will result in an additional 79 threatened species records being protected and managed. Additional species protected to those listed above include Arching Flax-lily and Eltham Copper Butterfly.

In partnership with the Rail Infrastructure Alliance as part of the Sunbury Line Upgrade Project, MTM is able to deliver a significant biodiversity initiative that seeks to increase the area (ha) of existing biosites within the Sunbury line corridor by enhancing and connecting several fragmented biosites, primarily through the use of the direct seeding technique. This biodiversity initiative has recently been verified by the Infrastructure Sustainability Council (ISC) and will work alongside Metro’s Biosite Management Program.

To advance this initiative, Metro has entered into a research partnership with the Green Infrastructure Research Group at the University of Melbourne to develop a native grassland direct seeding research trial to determine the feasibility of different restoration approaches in an operating rail environment. We will protect, diversify and extend existing remnants by replacing damaged interiors of biosites. A key aim of the research is to secure large populations of diverse species in functioning plant communities.

Describe WHO benefited from your initiative, innovation, or approach?

In 2018, the John Holland CPB Contractors Joint Venture (JHCPB) was contracted by Transport for New South Wales (TfNSW) to deliver the $4.6 billion Rozelle Interchange Project and Western Harbour Tunnel Southern Tunnel Works(RI) – the final stage of the WestConnex program of works and the initial stage of the Western Harbour Tunnel.

WORKFORCE CAPABILITY AND TRAINING
During the project tender, JHCPB quickly identified the need for a robust training strategy to build workforce capability and contribute to the upskilling of the NSW workforce.

JHCPB’s workforce capability and training strategy involved resourcing and revitalising the WestConnex Training Academy, a purpose-built facility designed as a construction training hub. JHCPB has utilised the facility to deliver:
• Skills training and development
• Trainee and apprenticeship programs
• Pre-employment programs
Much of the specialised training delivered at the Academy is provided in collaboration with Registered Training Organisations (RTOs) and with the support of the NSW Department of Industry. These relationships ensure access to industry-leading techniques and the agility required to adequately train staff for a major infrastructure project such as the Rozelle Interchange.
The considerable workforce capability upskilling achieved by the Project is represented by the following statistics:
• >62,000 hours of accredited training delivered
• >700 full qualifications delivered (including Cert IVs and diplomas)
• >19,700 workers onboarded since 2019, all of whom have participated in half-day project induction training
• 249 trainees and apprentices engaged, of which over 7% identify as Aboriginal or Torres Strait Islander

LOCAL ECONOMY

In addition to contributing to closing the state-wide skills gap, JHCPB has delivered measurable benefits for the local economy through targeted employment of local residents and engagement of local businesses. Over 337 local residents have been employed on the Project to date, over 13.9% of whom were unemployed prior to working on RI. Furthermore, 13% of the subcontractor and supplier contracts issued (no. 120) have been awarded to local businesses (headquartered in the Inner West and City of Sydney), injecting millions of dollars into the local economy. This local engagement proved greatly beneficial for supporting the local economy during COVID-19.

The benefits to the local economy of the RI Project will extend long after the completion of construction works.
• Once the new tunnel network is open, ‘through traffic’ will bypass Victoria Road in Rozelle, returning the area to local traffic and pedestrians after many decades as a major traffic thoroughfare.
• The new Rozelle parkland up to 10ha in size being constructed as part of the Project will attract leisure-seekers to the suburb, revitalising the area and bringing a host of new, long-term business opportunities.

WORKFORCE CAPABILITY AND TRAINING

Through the WestConnex Training Academy, JHCPB has:
• Delivered >183,700 total training hours
• Onboarded and inducted over 19,700 workers, including 249 trainees and apprentices, of which over 7% identify as Aboriginal or Torres Strait Islander.
• Delivered >62,000 hours of accredited training.
• Addressed the skills shortage in critical tunnelling competencies by retraining and upskilling hundreds of workers in shotcreting and rockbolting:
o 185 shotcrete courses delivered
o >100 rockbolt courses delivered
• Pioneered the development of Heavy Vehicle National Law (HVNL) compliance training for spoil truck drivers
o 6,500 HVNL truck driver inductions completed
o 200 accredited HVNL chain of responsibility statements of attainment issued
• In partnership with Aboriginal Work Placement Provider, Goanna Services, delivered the RI Work Readiness Program. This program was created to provide Aboriginal participants with training, mentoring and employment support. The program led to participants receiving formal qualifications, including a Certificate II/III in Civil Construction. Following completion of this program, 12 participants were offered full-time job opportunities, creating sustainable employment relationships for these individuals.
• >700 full qualifications (including Certificate IV and Diplomas) delivered
• >2,000 high risk work licenses delivered
• >1,700 first aid certificates delivered
• >5,100 earthmoving plant statement of attainments delivered
• >35,000 accredited safety training statement of attainments delivered

The breadth, volume and quality of training delivered by the Rozelle Interchange has created a genuine skills legacy in NSW. The Training Academy can be credited with upskilling a large cohort of workforce and staff, who are now equipped with the competencies needed to construct high-quality tunnelling infrastructure. Workers who have been trained on RI are highly sought after for their competency, and have gone on to deliver other state significant infrastructure such as Sydney Metro City & Southwest, Western Harbour Tunnel, Westgate Tunnel and Cross River Rail.

LOCAL ECONOMY

The local economy has benefitted from the Project in the following ways:
• >337 local residents employed on the Project, over 13.9% of whom were unemployed prior to working on RI
• 13% of the Project’s contracts (120 total) have been awarded to local businesses (headquartered in the Inner West and City of Sydney), injecting millions of dollars to the local economy. This local engagement has proved particularly vital to supporting the local economy during COVID-19.

Spirit Group, a local business engaged by the Project, said: “Our relationship supplying [the Project] with print & design services over the last few years has allowed our business to not only survive through COVID, but thrive. Enabling us to grow our team… and expand into a larger premises… The impact has been sensational in terms of the growth of the business”– Glen Ella, General Manager, Spirit Group.

ARA Aboriginal Services said “… throughout the project we have been able to create many opportunities for our community to come in and learn with some of the best of the business their craft in the tunnelling and infrastructure industry.” – Rohan Tobler Williams, ARA Aboriginal Services.
The benefits to the local economy of the RI Project will extend long after the completion of construction works:
• Once the new tunnel network is open, ‘through traffic’ will be removed from Victoria Road in Rozelle, returning the area to local traffic and pedestrians after many decades as a major traffic thoroughfare, revitalising the local commercial/retail district.
• The new Rozelle parkland of up to 10ha in size being constructed as part of the Project will attract leisure-seekers to the suburb, revitalising the area and bringing a host of new, long-term business opportunities to the local economy.

SHARING OUTCOMES

The successes of the training academy in upskilling workers, and lessons learned, have been shared in several forums, including at:
• NSW Government Construction Leadership Group Forum in 2021
• TfNSW Sustainability Knowledge Share Forum in July 2022
• Presentation at an Engineers Australia knowledge share forum in June 2022
• Various presentations to key decision-makers (including the executive leadership teams) within John Holland and CPB Contractors
• Internally through the Project’s sustainability portal, project newsletters, reports and one-pagers (https://rozelleinterchange.com.au/media/ykcp1szs/training-academy-2023.pdf)
Knowledge of the successes of the WestConnex Training Academy have been shared through the John Holland and CPB parent companies, which have now seen it utilised as the training facility of choice by other NSW-based Projects, including:
• M6
• Sydney Metro SBT
• Sydney Metro ETP
• M7-M12

Describe WHO benefited from your initiative, innovation, or approach?

What LEGACY and UN SDG CONTRIBUTION was achieved?