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June 2016
Bandon Road Upgrade
Between Richmond Road, Marsden Park and Windsor Road, Vineyard
Options Report
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Options Report
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THIS PAGE LEFT INTENTIONALLY BLANK
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Contents
EXECUTIVE SUMMARY 4
1 INTRODUCTION 8
1.1 Background 8 1.2 Purpose of this report 9 1.3 The study area 9 1.4 Summary 14
2 PROJECT NEED AND STRATEGIC CONTEXT 15
2.1 Project need 15 2.2 North West Growth Centre Road Network Strategy objectives 16 2.3 Bandon Road project specific objectives 17 2.4 Strategic context 17 2.5 Transport demand and analyses 20 2.6 Summary 23
3 COMMUNITY AND STAKEHOLDER CONSULTATION 24
3.1 Community involvement 24 3.2 Government agency and stakeholder involvement 25 3.3 Other involvement 26 3.4 Summary 27
4 CORRIDOR OPTION IDENTIFICATION AND ASSESSMENT 28
4.1 North West Growth Centre Road Network Strategy 28 4.2 The Bandon Road corridor options 28 4.3 Constraints and opportunities 31 4.4 Bandon Road corridor assessment and selection 38 4.5 Option assessment 42 4.6 Summary 61
5 CONCLUSIONS AND NEXT STEPS 62
5.1 Preferred corridor option 62 5.2 Next steps 63
APPENDICES 64
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Executive Summary
This document details the option development and evaluation process for the upgrade of Bandon
Road between Richmond Road, Marsden Park and Windsor Road, Vineyard. The upgrade of Bandon
Road including a grade separated crossing of the Richmond railway line. The Bandon Road upgrade
forms part of the medium term work of the North West Growth Centre Road Network Strategy
announced by the NSW Government in November 2014 and confirmed in July 2015. The Strategy
covers the area of the North West Priority Land Release Area (NWPLRA), formerly the North West
Growth Centre. The Strategy identifies the road network upgrades required to support development
within the NWPLRA that is expected to occur over the next 20 to 30 years. The proposed road
network upgrades would be developed in three key phases; short, medium and long-term phases,
subject to funding availability (refer to Figure1.3).
A Value Management workshop was held on 17 December 2015 to review the options that had been
investigated as part of the strategic development of a Bandon Road connection between Richmond
Road, Marsden Park and Windsor Road, Vineyard. The aim of the workshop was to select a preferred
corridor from fourteen options (refer to Figure 1.4). After consultation with the key stakeholder group
in attendance at the Value Management workshop, Option M (refer to Figure 4.5) was selected as the
preferred option.
Project Need
The NWPLRA is around 10,000 hectares in size and includes parts of The Hills Shire Council,
Blacktown City Council and Hawkesbury City Council local Government areas. Over time, it is
estimated 70,000 new dwellings will be built in the NWPLRA for about 200,000 residents. The rise in
resident and worker population across the NWPLRA will be accompanied by increases in t raffic
between now and until full development of the NWPLRA occurs (refer to Section 2.4.1). The existing
road network does not have the capacity to meet the expected growth in transport demand that will
result from this population increase. This lack of capacity within the existing road network to meet
future traffic demand is forecast to result in unacceptable increases in congestion and delay,
deterioration in accessibility across the region and impact on road and rail customers.
The Bandon Road upgrade which includes an underpass of the Richmond railway line at Vineyard is
needed to:
1. Accommodate forecast growth in traffic across the region
2. Provide an additional crossing of the Richmond railway line to lessen existing and forecast
congestion at the Garfield Road level crossing as the NWPLRA develops.
Bandon Road Upgrade Objectives
The Bandon Road upgrade is required to accommodate travel across the Richmond railway line
generated by the forecast growth in the NWPLRA. The upgrade will:
Provide an important part of the road network within the NWPLRA to support the
Government’s urban land release strategy for the NWPLRA through the provision of increased
road capacity to meet existing and future traffic and transport growth
Provide the infrastructure necessary to ultimately close 2 existing level crossings located at
Bandon Road, Vineyard and Level Crossing Road, Vineyard
Reduce congestion caused by the existing Garfield Road railway level crossing at Riverstone
Reduce travel times between Windsor Road and Richmond Road and reduce congestion
across the Richmond railway line at Garfield Road.
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Bandon Road preferred corridor selection
A total of fourteen Bandon Road corridor upgrade options were identified in consultation with the
Department of Planning and Environment (DP&E) and other key stakeholders subsequent to the
confirmation of the Road Network Strategy for NWPLRA in July 2015. A Value Management
workshop was held on 17 December 2015 to review these fourteen options and seek input from
stakeholders. The agencies represented at the Workshop included DP&E, Roads and Maritime
Services (Roads and Maritime), The Hills Shire Council, Blacktown City Council, Hawkesbury City
Council, Transport for NSW (TfNSW), TransGrid and the NSW Member for Riverstone.
The Bandon Road preferred corridor
Option M (refer to Figure 4.5) was identified as being the preferred corridor for a number of reasons
including:
Topography – the preferred corridor utilises the existing topography to minimise the length of bridge
required across Eastern Creek and minimises fill earthworks volumes within the floodplain. The
preferred option would aim to minimise flood impact.
Land Use – the preferred corridor provide good connectivity to Marsden Park North and good access
to areas of land located above the 1% AEP (1 in 100 year flash and backwater flood level). The Option
would serve both sides of Bandon Road and would utilise an existing length of Park Road as part of
the Bandon Road corridor. It would minimise effects on land that can be developed within the
Riverstone West precinct and limit direct effects on existing businesses and residences on the
northern side of Bandon Road between the Richmond railway line and Windsor Road.
Environment – The preferred corridor facilitates environmental impact mitigation although some issues
require continued examination. The Bandon Road Preliminary Environmental Investigation concluded
that there would be likely impact on small areas of Shale Plains Woodland (Cumberland Plain
Woodland critically endangered ecological community (TSC Act and EPBC Act)) and Shale / Gravel
Transition Forest (EPBC Act, critically endangered; TSC Act endangered). These areas are located
immediately to the west of Park Road and to the north of the existing Bandon Road extent. All are
located on biocerti fied lands. Potential impact on habitat for threatened flora including Grevillea
juniperina subsp. Juniperina (TSC Act, vulnerable), for which there are previous records on the
southern side of the existing Bandon Road extent and near Park Road. Any impact would most likely
be in biocertified areas.
Constructability and Risks – The preferred corridor minimises impact on the TransGrid transmission
lines and the creek crossings would be above the 1% AEP (1 in 100 year flash flood level, with further
investigation into level of backwater flood immunity to be undertaken in the next design stage). The
corridor connects to the recently constructed signalised intersection of Richmond Road and Elara
Boulevard (New Precinct Road B in Figure 4.2) within the Marsden Park precinct and would therefore
complement precinct planning in the area.
Road Function – Bandon Road would join Richmond Road at the recently constructed Richmond
Road and Elara Boulevard (New Precinct Road B) intersection within the Marsden Park precinct. This
intersection with the recently constructed traffic signals at Elara Boulevard would be consistent with
the internal Marsden Park precinct road network while providing good spacing of intersections along
Richmond Road north of Garfield Road West.
Strategic – The preferred corridor is generally consistent with the Roads and Maritime North West
Growth Centre Road Network Strategy for the NWPLRA facilitating east-west connections between
Windsor Road and Richmond Road. This corridor would provide an alternative route to the Garfield
Road east-west route across the Richmond railway line. The corridor would provide good connectivity
to the Marsden Park North precinct compared to other options.
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Public and active transport - The preferred corridor would be central to the Marsden Park North
precinct meaning bus feeder access could be optimised. The corridor alignment would maximise
accessibility and connectivity with the neighbouring precincts. The corridor would facilitate connectivity
beyond the NWPLRA because the intersection of Bandon Road with Elara Boulevard means east-
west connectivity for through trips is maximised. This would benefit precinct traffic, cross regional bus
services and through vehicle movements. The corridor could facilitate good pedestrian and cyclist
access by virtue of its central alignment which would provide efficient access between the Marsden
Park North precinct and planned retail centre and sporting facilities in the Marsden Park precinct.
The assessment of options also concluded:
The point of intersection with Richmond Road would be around one kilometre north of the
Garfield Road intersection providing good separation of signalised intersections along the
arterial road
Option M is central to the Marsden Park North precinct which will enable a higher order road
within the preferred corridor to efficiently provide access across the precinct once developed
The corridor would minimise impact on the central vegetation conservation zone, riparian
corridors and threatened ecological communities
The preferred corridor would promote planning of new integrated neighbourhoods because it
minimises severance of planned neighbourhoods and would minimise impact on precinct and
resident amenity
The preferred corridor would facilitate the ability to stage precinct development over time
between now and full development
The preferred corridor could service a range of dwelling yields.
North West Growth Centre Road Network Strategy
The North West Growth Centre Road Network Strategy Map has been updated March 2016 to show
the Bandon Road preferred corridor, see opposite page.
Next Steps
The next steps include:
1. Community consultation of the Bandon Road preferred corridor
2. Consider consultation feedback and refine preferred corridor if required
3. Start Bandon Road preferred corridor reservation.
4. Develop Concept Design and Environmental Assessment.
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Updated May 2016
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1 Introduction
1.1 Background
The North West Priority Land Release Area (NWPLRA), formerly known as the North West Growth
Centre spans three council areas, The Hills Shire Council, Blacktown City Council and Hawkesbury
City Council. The area, which today has a population of about 5,000 residents, is forecast to
accommodate around 70,000 dwellings for 200,000 residents and a work force of about 40,000 over
the next 20 to 30 years. This growth will be accommodated within a number of priority land release
precincts (Figure 1.2), each being released and developed in stages. As at March 2016, the Marsden
Park and Marsden Park (Industrial) precincts have been rezoned, released and (partially) developed.
Another nine precincts have been rezoned and released for development (refer to Section 2.4.1).
Riverstone and its surrounding areas are integral to the NWPLRA where the growth in resident and
worker populations is forecast to generate an increase in traffic to, from and through the area. In
November 2014 the NSW Government released the North West Growth Centre Road Network
Strategy for the NWPLRA, formerly the North West Growth Centre. This Strategy identified road
crossing locations of the Richmond railway line within the NWPLRA (Figure 1.3). The Strategy
identifies the road network upgrades required to support development within the NWPLRA that is
expected to occur over the next 20 to 30 years. The proposed road network upgrades would be
developed in three key phases, the short, medium and long term phases, subject to funding
availability.
In the short term the Strategy proposes that Roads and Maritime Services:
Work with Blacktown City Council to develop local strategies and to improve traffic flow within
the Riverstone Town Centre and access to Westminster Street bridge
- In July 2015, Roads and Maritime Services sought feedback from the community on
new traffic signals that were proposed at the intersection of Westminster Street and
Railway Terrace, Schofields. Environmental approval for new traffic signals was
granted in November 2015.
- In November 2015, Roads and Maritime Services sought feedback from the
community on the Denmark Link Road a new link road between Garfield Road West,
Riverstone and Westminster Street bridge, Schofields.
Begin planning for the Bandon Road corridor between Richmond Road, Marsden Park and
Windsor Road, Vineyard. This is the subject of this report
Work with the Department of Planning and Environment and Blacktown City Council to
reserve a road corridor along Garfield Road between Richmond Road and Windsor Road for
future widening
Complete work on Stage 2 of Schofields Road between Tallawong Road and Veron Road at
Schofields.
In the medium term the Strategy proposes that Roads and Maritime Services:
Build Stage 3 of Schofields Road between Veron Road, Schofields and Richmond Road,
Marsden Park
Build the Bandon Road underpass and create a new road connection between Richmond
Road to Windsor Road
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Has the potential to close the railway level crossings at Bandon Road and Level Crossing
Road at Vineyard once Bandon Road underpass of the Richmond railway line is open to traffic
Once Bandon Road and Schofields Road are both opened to t raffic, consider heavy vehicle
restrictions through the Riverstone Town Centre with the Garfield Road level crossing to
remain until grade separation of Garfield Road and the Richmond railway line occurs in the
long term.
In the long term when about 75 per cent of the NWPLRA is developed, the Strategy proposes that
Roads and Maritime Services:
Upgrade Garfield Road between Richmond Road, Marsden Park and Windsor Road,
Riverstone
Build a grade separated crossing in the Garfield Road corridor at Riverstone and remove the
Garfield Road level crossing.
The North West Growth Centre Road Network Strategy was confirmed in July 2015.
1.2 Purpose of this report
This report documents the option development and evaluation process for the upgrade of Bandon
Road between Richmond Road, Marsden Park and Windsor Road, Vineyard. The report aims to:
Explain the strategic context and need for the upgrade.
Establish a study area for the upgrade and present relevant issues and constraints.
Document community and stakeholder involvement.
Describe the corridor options development and assessment process including the
methodology for the selection of the preferred corridor.
Present the preferred corridor.
Outline the next steps for the proposal development.
1.3 The study area
Riverstone is located in Sydney’s NWPLRA (formerly North West Growth Centre (NWGC)), about 48
km north-west of the Sydney CBD (refer to Figure 1.1). The NWPLRA is about 10,000 hectares in
size and includes parts of The Hills Shire Council, Blacktown City Council and Hawkesbury City
Council local Government areas. It is divided into 16 ‘precincts’ that are being progressively released
and rezoned for sustainable urban development (refer to Figure 1.2). The NWPLRA will be supported
by a Major Centre at Rouse Hill and be serviced by the Sydney Metro Northwest (formerly North West
Rail Link) and the Richmond railway line. Over time, some 70,000 new dwellings will be built in the
NWPLRA for about 200,000 residents.
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Figure 1.1 – Regional Context
Figure 1.2 – The North West Priority Land Release Area (NWPLRA) Precincts, June 2014
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In the broader study area there are four existing railway crossings that accommodate general traffic
access (excluding the level crossing near King Street); the Garfield Road level crossing, the crossing
at Westminster Street bridge, the Bandon Road level crossing and Level Crossing Road at Vineyard.
The grade separated railway crossing at Bandon Road will be one of five additional grade separated
road crossings required between Vineyard and Quakers Hill Parkway to efficiently accommodate
forecast traffic demand. The five crossings of the Richmond railway line identified in the Strategy from
north to south are located at Bandon Road, Garfield Road, Westminster Street, Schofields Road and
Burdekin/Townson Road. Sections of the Schofields Road upgrade are under construction by Roads
and Maritime while the Burdekin/Townson crossing will be delivered by Blacktown City Council.
The study area within which the Bandon Road upgrade corridor options have been identified
embraces an area between Windsor Road and Richmond Road through the Riverstone, Ri verstone
West and Marsden Park North precincts.
Figure 1.3 overleaf shows the identified road crossing locations of the Richmond railway line within
the NWPLRA. The Strategy identifies the road network upgrades required to support development
within the NWPLRA that is expected to occur over the next 20 to 30 years. The broader study area
within which the Strategy investigations were undertaken focused on the Riverstone and Schofields
areas bounded by Richmond Road, Bandon Road, Windsor Road, Old Windsor Road, Sunnyholt
Road, Quakers Hill Parkway and the M7 Motorway.
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Figure 1.3 – Confirmed North West Growth Centre Road Network Strategy (Updated November
2015 to include Denmark Link Road)
1.3.1 The corridor selection study area
During 2014, the Bandon Road corridor options identification and assessment process undertaken as
part of the development of the North West Growth Centre Road Network Strategy announcement
concluded that a northern alignment option referred to as Option A2 (an extension of Bandon Road)
was a preferred alignment and recommended for more detailed assessment. Refer to Figure 4.4 in
chapter 4. Bandon Road option A2 extended Bandon Road westwards past the sewage treatment
plant and electricity substation to join with Richmond Road.
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Part of the North West Growth Centre Road Network Strategy’s short-term work is to begin planning
for the Bandon Road corridor between Richmond Road, Marsden Park and Windsor Road. Further
options identification, refinement, and assessment for the Bandon Road upgrade was undertaken
subsequent to the exhibition of the North West Growth Centre Road Network Strategy for the
NWPLRA. Using Option A2 as the base alignment, multiple corridor options were identified in
consultation with relevant Government agencies and assessed on the basis of agreed criteria. A
Value Management workshop was held on 17 December 2015 to review fourteen options (Figure 1.4)
and seek input from stakeholders. The agencies represented at the Workshop included DP&E, Roads
and Maritime, The Hills Shire Council, Blacktown City Council, Hawkesbury City Council, TfNSW,
TransGrid and the NSW Member for Riverstone.
The outcome of the Value Management workshop and the options selection process is detailed in
Chapter 4 of this report. Figure 1.4 shows the Bandon Road corridor options assessed at the Value
Management workshop.
Figure 1.4 – The fourteen Bandon Road Corridor Options Assessed at the December 2015
Value Management workshop
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1.4 Summary
The key messages in Chapter 1 are as follows:
1. A North West Growth Centre Road Network Strategy for the NWPLRA (formerly the North
West Growth Centre) was announced by the NSW Government in November 2014 and
confirmed in July 2015
2. The Strategy identifies upgrades to the road network required to support the development of
the NWPLRA in three stages; in the short, medium and long term over the next 20 – 30 years
3. The North West Growth Centre Road Network Strategy identifies the need for five grade
separated crossings of the Richmond railway line north of Quakers Hill Parkway. These
crossings are located at:
- Bandon Road at Vineyard (currently a level crossing on the Richmond railway line and the
subject of this report)
- Garfield Road at Riverstone (currently a level crossing on the Richmond railway line, would
be upgraded to a grade separated crossing of the Richmond railway line in the long term)
- Westminster Street bridge at Schofields (the existing bridge over the Richmond railway line)
- Schofields Road at Schofields (Stage 2 is currently under construction. Stage 3 is expected
to start construction in mid-2016)
- Burdekin Road and Townson Road at Schofields (proposed by Blacktown City Council)
4. The provision of a grade separated Richmond railway crossing at Bandon Road and a road
link between Richmond Road, Marsden Park and Windsor Road, Vineyard is the key medium
term component of the Strategy planned for delivery after 2021 subject to funding availability
5. The study area within which the Bandon Road upgrade corridor options have been identified
embraces an area between Windsor Road and Richmond Road through the Vineyard,
Riverstone, Riverstone West and Marsden Park North precincts
6. Corridor selection has occurred in accordance with the process outlined in Chapter 4 and
summarised in Figure 4.3.
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2 PROJECT NEED AND STRATEGIC CONTEXT
2.1 Project need
The rise in resident and worker population across the NWPLRA will be accompanied by increases in
traffic between now and until full development of the NWPLRA occurs (refer to Section 2.5). At full
development the population of the NWPLRA is estimated to be 200,000 people. The existing road
network does not have the capacity to meet the expected growth in transport demand that will result
from this population increase. This lack of capacity within the existing road network to meet future
traffic demand is forecast to result in unacceptable increases in congestion and delay, a deterioration
in accessibility across the region and impact on road and rail customers.
The Bandon Road upgrade which includes an underpass of the Richmond railway line at Vineyard is
needed to:
1. Accommodate forecast growth in light and heavy vehicle traffic across the region
2. Provide an additional crossing of the Richmond railway line to lessen existing and forecast
congestion at the Garfield Road level crossing as the NWPLRA develops.
There are four existing Richmond railway line crossings that accommodate general traffic access
(excluding the King Street level crossing) which includes the:
Garfield Road level crossing
Two lane bridge over the Richmond railway line at Westminster Street
Bandon Road level crossing (currently no connection to Richmond Road); and
Level Crossing Road near Vineyard.
The North West Growth Centre Road Network Strategy identifies the need for five grade-separated
crossings of the Richmond railway line north of Quakers Hill Parkway. These crossings are located at:
Bandon Road at Vineyard (currently a level crossing on the Richmond railway line and the
subject of this report)
Garfield Road at Riverstone (currently a level crossing on the Richmond railway line, would
be upgraded to a grade separated crossing of the Richmond railway line in the long term)
Westminster Street bridge at Schofields (the existing bridge over the Richmond railway line)
Schofields Road at Schofields (Stage 2 is currently under construc tion. Stage 3 is expected to
start construction in mid-2016)
Burdekin Road and Townson Road at Schofields (proposed by Blacktown City Council).
Analysis shows that, four additional traffic lanes in each direction crossing the Richmond railway line
are required between Vineyard and south of Riverstone (between Bandon Road and north of
Westminster Street) to efficiently accommodate forecast traffic demand. Currently there are seven
lanes crossing the Richmond railway line (four eastbound lanes and three westbound lanes) within the
NWPLRA between Bandon Road and Westminster Street. This analysis took into account the existing
two-lane bridge at Westminster Street and the planned road crossings at Schofields Road and
Burdekin/Townson Roads. The need for the Bandon Road corridor underpass of the Richmond railway
line occurs in the medium term after 2021. The exact timing is dependent upon population and
employment growth across the NWPLRA.
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The Bandon Road upgrade is justified on the grounds that the work will support access to and from
current and future development within the NWPLRA. The work will reduce average travel times under
forecast traffic conditions.
In the medium and longer term, the risks of not upgrading the Bandon Road corridor are as follows:
In the absence of the planned additional railway crossings, there will be inadequate road
capacity to accommodate east-west traffic movement across the Richmond railway line as the
NWPLRA develops. The traffic study undertaken by Parsons Brinckerhoff in 2014 notes that
by 2036 the volume of traffic crossing the Richmond railway line between Burdekin Road and
Bandon Road is expected to be around 9,000 veh/hr (excluding Quakers Hill Parkway) in the
peak direction meaning about 11 lanes (in the peak direction) would be required to
accommodate forecast demand by 2036. Not providing additional lanes would result in
deterioration in peak and off peak traffic flow at existing crossing locations (Bandon Road,
Garfield Road and Westminster Street bridge)
Traffic volumes along lower order roads would increase beyond their functional capacity,
especially at locations such as Westminster Street bridge. Under the Do Minimum case,
Westminster bridge traffic could in theory increase to in excess of 1,200 veh/hr in the AM peak
compared with approximately 650 veh/hr in 2014 in the absence of grade separated crossings
at Bandon and Garfield Roads (Parsons Brinckerhoff, 2015). This higher volume is not
possible at the Westminster Street bridge due to geometric constraints
Traffic queues and delays along both approaches of Garfield Road at the railway level
crossing would further deteriorate.
2.2 North West Growth Centre Road Network Strategy
objectives
The broader objectives of the North West Growth Centre Road Network Strategy for NWPLRA are to:
1. Provide a road network within the NWPLRA to support the Government’s urban land release
strategy for the NWPLRA through the provision of increased road capacity to meet existing
and future traffic and transport growth
2. Improve road and train user safety by providing the infrastructure necessary to ultimately close
four existing level crossings located at Garfield Road at Riverstone, north of King Street at
Riverstone, Bandon Road at Vineyard and Level Crossing Road at Vineyard
3. Reduce travel times between Windsor Road and Richmond Road
4. Reduce the number of through heavy vehicle movements through and near the Riverstone
Town Centre
5. Reduce congestion and delays across the Garfield Road railway level crossing at Riverstone.
6. Provide alternative routes to cross the Richmond railway line and improve traffic flow
efficiency and reduce delays during incidents
7. Provide a Strategy that caters for bus services across the region, contributes to increased bus
(and rail) travel mode shares and reduces the reliance on private vehicle travel as the
NWPLRA develops
8. Deliver benefits for pedestrians, cyclist and less mobile people in terms of accessibility,
connectivity, safety and amenity as part of the short, medium and long term Strategy
9. Enhance flood evacuation access across the NWPLRA consistent with SES flood evacuation
planning.
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2.3 Bandon Road project specific objectives
The Bandon Road upgrade is part of the medium-term work of the North West Growth Centre Road
Network Structure. The Bandon Road upgrade is required to accommodate travel across the
Richmond railway line generated by the forecast growth in the NWPLRA. The upgrade will:
1. Provide an important part of the road network within the NWPLRA to support the
Government’s urban land release strategy for the NWPLRA through the provision of increased
road capacity to meet existing and future traffic and transport growth
2. Provide the infrastructure necessary to ultimately close 2 existing railway level crossings
located at Bandon Road, Vineyard and Level Crossing Road, Vineyard
3. Reduce congestion caused by the existing Garfield Road railway level crossing at Riverstone
4. Reduce travel times between Windsor Road and Richmond Road and reduce congestion
across the Richmond railway line at Garfield Road.
2.4 Strategic context
The NWPLRA, which today has a population of around 5,000 residents, is forecast to accommodate
about 70,000 dwellings for around 200,000 residents and a workforce of about 40,000 over the next
20 to 30 years. Riverstone and its surrounding areas where the growth in resident and worker
populations is forecast to generate an increase in traffic to, from and through the area. The rise in
resident and worker population across the NWPLRA will be accompanied by increases in traffic
between now and full development of the NWPLRA. The existing road network will not be able to meet
the expected growth in transport demand. The NSW Government has responded with the release of
the North West Growth Centre Road Network Strategy for NWPLRA in November 2014 after
consultation with the community and stakeholders. The Strate gy was confi rmed in July 2015 and
identifies the need for five grade-separated crossings of the Richmond railway line north of Quakers
Hill Parkway at:
Bandon Road, Vineyard (currently a level-crossing of the Richmond railway line)
Garfield Road, Riverstone (currently a level-crossing of the Richmond railway line)
Schofields Road, Schofields (in progress as part of the Schofields Road upgrade project)
Westminster Street bridge, Schofields (existing with limited capacity)
Burdekin Road, Quakers Hill (planned).
After considering the community feedback and the general support for the North West Growth Centre
Road Network Strategy, Roads and Maritime is continuing to work with the community, stakeholders
and the Government to develop the individual projects that form part of the short, medium and long -
term proposed road network upgrades. This work includes:
Improving traffic flow within Riverstone Town Centre and access to Westminster Street bridge
Planning for a Bandon Road corridor between Richmond Road and Windsor Road (the
subject of this report), including the Bandon Road underpass of the Richmond railway line
Completing construction of Schofields Road between Windsor and Richmond roads by 2018,
which will link the Rouse Hill and Marsden Park town centres
Planning for the upgrade of Garfield Road between Richmond and Windsor roads
Planning for a grade-separated railway crossing along the Garfield Road corridor at
Riverstone.
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Roads and Maritime began consulting with the community on the installation of traffic lights at
Westminster Street and Railway Terrace intersection, and the Denmark Link Road project from
Garfield Road West to the Westminster Street bridge, in the second half of 2015.
2.4.1 Land use change across the NWPLRA
The NWPLRA is divided into 16 development precincts as shown in Figure 1.2. Development has
started in some of the precincts, and is at various stages of planning in the others. As at March 2016,
the Marsden Park and Marsden Park (Industrial) precincts have been rezoned, released and (partially)
developed. Another nine precincts have been rezoned and released for development. Collectively,
these precincts have planned to provide land for about 40,000 homes based on 2012 Bureau of
Statistical Analysis (BSA) data (formerly Bureau of Transport Statistics (BTS). Development in the
primarily industrial Riverstone West, Marsden Park Industrial, and Box Hill Industrial precincts targets
the creation of up to 38,000 jobs. Additional employment within the Riverstone precinct is targeted at
1,400 jobs. A further two precincts, Vineyard and Riverstone East, are expected to provide land for
about 7,800 additional homes.
Traffic and transport demand analyses undertaken to inform the North West Growth Centre Road
Network Strategy for the NWPLRA and the Bandon Road corridor selection process were based on
Bureau of Statistical Analysis (formerly Bureau of Statistics) supplied population and employment
forecasts, August 2012 Release. These differed in some cases from the Department of Planning and
Environment master plan job estimates, so changes were made to incorporate some increase in
employment and to assume population and employment forecasts increase by the same agreed
growth percentage of seven per cent. This equates to 2,045 jobs and 13,252 residents in excess of
the August 2012 Bureau of Statistical Analysis employment forecasts. Refer to Appendix 2 for more
detail.
2.4.2 Relevant transport goals, strategies and policies
The corridor selection and assessment process has been undertaken having regard to other strategy
and policy documents including those listed below:
State Priorities NSW Making It Happen (NSW Government, September 2015) –
In September 2015, the NSW Premier unveiled 30 priorities, including 12 “Premier Priorities”, for the
state to grow the economy, deliver infrastructure, protect the vulnerable, and improve health,
education and public services across NSW. The priorities will allow the government to measure and
deliver projects that create a stronger, healthier and safer NSW. The 30 State Priorities will be
measured against the best available indicators of economic growth, infrastructure delivery, service
provision and other measures of community wellbeing and safety across NSW.
Building Infrastructure – Improving road travel reliability
Infrastructure projects will be delivered on time and on budget across the state. The growing
population continues to place pressure on existing infrastructure. Over the next 15 years, NSW will
require infrastructure to support 40 per cent more train trips, 30 per cent more car trips and 31 per
cent more households.
Improving road travel reliability is a State priority with 90 per cent of peak travel on key routes to be on
time. Congestion across metropolitan Sydney is estimated to already cost up to $5 billion per annum,
and will rise to $8 billion by 2021 if nothing is done. To ensure consistency of journey times on key
roads continues to improve, the NSW Government is working to make better use of existing road
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infrastructure, build extra road capacity and encourage commuters to use public transport and to
undertake off-peak travel more often. This will enable business and the community to move around
the city with greater ease, reducing travel times, boosting productivity and reducing business costs.
The Bandon Road corridor is consistent with these priorities as it will enhance existing infrastructure,
reduce travel times and congestion and improve road user safety.
Safer Communities – Reducing Road Fatalities
The Government is committed to making NSW roads the safest in the country. Each year there are
42,000 recorded road crashes with more than 26,000 people injured in NSW. The aim is to reduce
road fatalities by 30 per cent from 2011 levels by 2021. Analysis has found that the Bandon Road
upgrade would reduce crashes when compared to a do-nothing case thereby reducing the probability
of injuries and fatalities.
Strong Budget and Economy – Encouraging Business Investment
The Government’s focus is to improve the ease of doing business in NSW, continue with historic level
if infrastructure investment and maintain fiscal discipline to provide certainty to business and improve
conditions. The Bandon Road upgrade will deliver freight benefits including improved travel times and
travel time reliability which in turn will result in improved business confidence and increased
commercial investment both within the region and along the corridor. Reducing vehicular traffic
through and near the Riverstone Town Centre will also improve local business confidence and town
centre viability.
State Infrastructure Strategy 2012-2032, (Infrastructure NSW, 2012) - The Strategy details the
State’s infrastructure needs for the next 20 years. The Strategy recognises that major arterial roads
across the greater Sydney region and Central Coast will require improvement to meet population
growth. The Bandon Road corridor is consistent with the Strategy in this regard.
A Plan for Growing Sydney, 2014 (Department of Planning and Environment) – The Plan
released in December 2014 seeks to “improve transport connections to provide better access between
centres in the subregion and centres in other subregions, particularly in the NWPLRA, and with regional
NSW, including freight connections.” (2014, p 120). The Bandon Road corridor is consistent with the
Plan.
NSW Long Term Transport Master Plan (Transport for NSW 2012) - This Plan establishes the
framework to guide transport decision making in NSW for the next 20 years, defining transport
priorities and funding to inform investment and decisions. The Plan outlines specific actions to
address the challenges of the Sydney region after consultation conducted in 2012. The Plan identifies
“Developing new transport connections for greenfield areas as they grow to support the North West
Growth Centre” as a transport challenge.
Sydney’s Cycling Future – Cycling for Everyday Transport (TfNSW 2013) - The document
includes a number of actions to promote and improve cycling which are relevant to the upgrade,
including the provision of appropriate bicycle facilities. The Bandon Road corridor is consistent with
this document, as it would most likely involve provision of bicycle facilities in the form of shared
pathways and compliant outer shoulders for breakdowns and on -road cyclists although these have yet
to be defined.
Roads and Maritime Services Strategy 2014 – 2018 – The four year strategy acknowledges that 63
per cent of all freight in the country passes through NSW. The document sets out Roads and
Maritime’s goals for the development of the Roads and Maritime networks. It acknowledges that the
freight task is forecast to double by 2031 and there is a need to upgrade key roads to accommodate
the movement of freight which has a large bearing on the productivity of the state.
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National Road Safety Strategy 2011-2020 (Australian Transport Council, 2011) - Aims to reduce
death and serious injury on Australian roads. A target of this Strategy is to reduce fatalities and
crashes by at least 30 per cent between 2011 and 2020. The upgrade works seek to reduce the
current annual crash rate by upgrading the road crossings and providing grade separation of
crossings.
NSW Road Safety Strategy (TfNSW, 2012) - The NSW Road Safety Strategy 2012-2021 sets
objectives for road safety in NSW for the decade commencing 2012. NSW is committed to reducing
fatalities to less than 4.3 per 100,000 population by 2016 together with at least a 30 per cent reduction
in fatalities and serious injuries by 2021. The upgrade work would contribute to crash rate reductions
through grade separation of the Richmond railway line.
North West Growth Centre - Bus Servicing Plan (TfNSW, 2012) – The document details the bus
servicing needs of the NWPLRA. Riverstone is a key interchange in the ‘long -term’ bus network, with
multiple proposed regional bus services operating through or to this town centre. The Bandon Road
corridor would be utilised by some of these services.
Connections: Towards 2017 (TfNSW, 2014) - TfNSW’s revised and updated corporate plan, the
document summarises the agency’s priorities for the period 2014 -2017. The upgrade is closely
aligned with Objective 4: A safer and more sustainable transport system, as it will support
sustainability through reduced greenhouse emissions, offer improved access to public and active
transport choices and embed safety considerations in the planning, development, delivery and
operation of the upgrade works. The Bandon Road corridor would also embed environmental
considerations in the planning, development and delivery of the proposed road upgrades.
Blacktown Local Environmental Plan, 1988 and Hawkesbury Local Environmental Plan, 2012 -
The Program work is located within both the Blacktown and Hawkesbury Local Government areas.
Under both LEP’s the Bandon Road corridor would be permitted without consent.
The upgrade is justified on the grounds that the work will support access to and from current and
future development within the NWPLRA. The work will reduce average travel times under forecast
traffic conditions.
2.5 Transport demand and analyses
This Options Report draws on outputs from traffic and transport analysis undertaken by Parsons
Brinckerhoff and documented in report entitled North West Growth Centre and Riverstone Corridor
Traffic Study – Options Assessment Report, 28 January 2015. That analysis was in part based on
mesoscopic traffic modelling (using AIMSUN software) used to test road network options
(combinations of railway line crossing alignments) and to inform the analysis of the relative merits of
alignment and network options. The analysis uses Bureau of Statistical Analysis data (formerly
Bureau of Transport Statistics) and DP&E land use data that assumes around 70,000 households, a
population of 200,000 people and 32,600 jobs within the wider study area for the assumed year of full
development, 2036. The analysis also considered the implications of a higher employment scenario
(52,500 jobs versus 32,600).
2.5.1 Traffic analyses
In the study area today, there are four railway crossings that accommodate general traffic access; the
Garfield Road level crossing, the crossing at Westminster Street bridge, the Bandon Road level
crossing and Level Crossing Road at Vineyard. Analysis shows that, four additional traffic lanes in
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each direction (a total of eight lanes) crossing the railway line are required between Vineyard and
south of Riverstone (between Bandon Road and north of Westminster Street) to efficiently
accommodate forecast traffic demand. This analysis took into account the existing two-lane bridge at
Westminster Street and the planned road crossings at Schofields Road and Burdekin/Townson
Roads. Four of these traffic lanes would be provided on Bandon Road.
Five grade separated railway crossings are proposed at Bandon Road, Garfield Road, Westminster
Street, Schofields Road and Burdekin/Townson Road as part of the North West Growth Centre Road
Network Strategy. Sections of the Schofields Road upgrade are under construction by Roads and
Maritime while the Burdekin/Townson crossing will be delivered by Blacktown City Council.
Today, the Garfield Road railway level crossing contributes to traffic congestion resulting in long
delays to traffic on either side of the Richmond railway line. These delays are forecast to increase with
the expansion of development and traffic volume increases across the NWPLRA. Heavy vehicles
experience delays at the level crossing because it is the only state road route and the principal heavy
vehicle route in the area. The proportion of heavy vehicles in Garfield Road West in 2014 was around
22 per cent and on Garfield Road East was around 13 per cent. The proportion of heavy vehicles in
Riverstone Parade was as high as 17 per cent and in Railway Terrace it was around 11 per cent.
With the short, medium and long term work in place, each of the road crossings of the Richmond
railway line are forecast to accommodate the following (two way) peak hourly traffic volumes by 2036
(Parsons Brinckerhoff, 2015):
Bandon Road: 1,870 and 1,510 veh/hr, AM and PM peaks, respectively.
Garfield Road: 2,540 and 2,380 veh/hr, AM and PM peaks, respectively.
Westminster Street: 170 and 130 veh/hr, AM and PM peaks, respectively.
Schofields Road: 2,690 and 2,540 veh/hr, AM and PM peaks, respectively.
Burdekin Road: 1,900 and 1,560 veh/hr, AM and PM peaks, respectively.
Quakers Hill Parkway: 4,050 and 3,900 veh/hr, AM and PM peaks, respectively.
Total across railway line: 13,220 and 12,020 veh/hr, AM and PM peaks, respectively.
Once grade separated, the railway crossing at Bandon Road is forecast to accommodate about 15 per
cent of total traffic peak hour traffic crossing the Richmond railway line in the area between Bandon
Road in the north and Quakers Hill Parkway in the south. That is, about 15 per cent of the 13,220
veh/hr referred to above. Parsons Brinckerhoff estimates (2015, Appendix G1) forecast that in 2036,
around 25 per cent of the eastbound AM peak volumes across the Richmond railway line on Bandon
Road would be heavy vehicles. In the PM peak the corresponding westbound heavy vehicle
proportion is forecast to be around 18 per cent. These forecast percentages assume that a heavy
vehicle restriction is in place at the Garfield Road grade separated crossing. The percentages are
high and reaffirm the importance of the Bandon Road crossing and corridor as an additional heavy
vehicle route with Schofields Road and Quakers Hill Parkway. These roads are forecast to
accommodate high heavy vehicle percentages in 2036, around 16 per cent and 14 per cent,
respectively.
In the medium term as transport demands increase, an additional grade separated crossing of the
Richmond railway line will be needed along the Bandon Road corridor. This crossing is strategically
positioned to accommodate through heavy vehicle movements while minimising impact upon nearby
residential areas and the Riverstone Town Centre.
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With the Bandon Road crossing in place, an additional grade separated crossing of the Richmond
railway line will be required further to the south along the Garfield Road corridor around the time the
NWPLRA reaches about 75 per cent of its remaining population and employment development,
estimated to occur after 2031.
Crash reduction and safety – In the 5 years between 2009 and 2013 there were 30 crashes along
Garfield Road within 500 metres either side of the level crossing. On Bandon Road near the level
crossing there were 7 crashes over the same period. Three (3) of these crashes were injury crashes
with no fatalities. Three were 3 rear end crashes. At the Westminster Street bridge there were 6
crashes during the 2009-2013 period, 4 of which were injury crashes with no fatalities.
The medium and longer term work would grade separate through traffic movements at key crossing
locations and reduce heavy vehicle traffic on Garfield Road near the Riverstone Town Centre with
consequent reductions in crash rates. Seven (or 23 per cent) of the 30 crashes between 2009 and
2013 involved a heavy vehicle. Casualty crashes per year are forecast to remain constant until the
opening of the grade separated crossing at Bandon Road and the reduction in heavy vehicle traffic on
Garfield Road at the level crossing.
Heavy vehicles and freight - The proportion of heavy vehicles in Garfield Road West in 2014 was
around 22 per cent and on Garfield Road East around 13 per cent. The proportion of heavy vehicles
in Riverstone Parade was as high as 17 per cent and in Railway Terrace it was around 11 per cent. In
the medium term with the introduction of the Bandon Road corridor between Richmond Road and
Windsor Road, there is expected to be a reduction in heavy vehicle numbers through the Riverstone
Town Centre. This is because the northern crossing of the Richmond railway line via Bandon Road
will accommodate some of these heavy vehicle movements reducing the numbers needing to cross
the railway line at Garfield Road. Parsons Brinckerhoff analysis (Table G1.2, 2015) shows that with
both the Bandon Road and Garfield Road grade separated crossings in place, heavy vehicle volumes
on Garfield Road could reduce by up to 180 veh/hr in the AM and 100 veh/hr in the PM between 2021
and 2036. Parsons Brinckerhoff (2015) analysis indicates that the Bandon Road underpass and
corridor offers heavy vehicle travel time savings compared to the 2036 Do Minimum scenario. For
vehicles travelling between Windsor Road and the M7 Motorway that would have otherwise had to
cross the railway line at Garfield Road travel time savings could be as high as eleven minutes.
2.5.2 Multi modal considerations
A road within the Bandon Road corridor will need to accommodate local and cross regional pedestrian
and cyclist access needs. This is most likely to take the form of a shared path on one but possibly
both sides of a carriageway built within the 43 metre wide road reservation.
Presently, buses (route service 661) service Vineyard Railway Station via Wallace and Bandon
Roads. There will be the need for the Bandon Road upgrade to accommodate peak and off peak
scheduled bus services as the West Riverstone, Marsden Park and Marsden Park North precincts
develop. The Bandon Road corridor will play an important role as a spine road providing bus access
to lower order roads servicing the residential areas across the precincts. There is also the possibility
that the corridor will also need to accommodate cross regional services linking to stations on an
extended Sydney Metro Northwest rail link.
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2.5.3 Other considerations
There are a range of other considerations that have been taken into account in the options
assessment and selection process. These include constructability, archeological site impact,
construction timing, and environmental impact assessment considerations.
2.6 Summary
The key messages in Chapter 2 are as follows:
1. The Bandon Road upgrade and grade separated crossing of the Richmond railway line are
needed to accommodate forecast growth in traffic across the region and to lessen congestion
at the Garfield Road level crossing as the NWPLRA develops
2. By 2036 around eleven lanes (in the peak direction) would be required to accommodate
forecast demand. Four of these eleven lanes will be provided by the Bandon Road corridor
3. Once grade separated, the railway crossing at Bandon Road is forecast to accommodate
around 15 per cent of total traffic peak hour traffic crossing the Richmond railway line in the
area between Bandon Road in the north and Quakers Hill Parkway in the south. That is,
around 15 per cent of 13,220 veh/hr
4. With both the Bandon Road and Garfield Road grade separated crossings in place, heavy
vehicle volumes on Garfield Road could reduce by up to 180 veh/hr in the AM and 100 veh/hr
in the PM
5. The Strategy provides for Bandon Road to be upgraded and extended to link Windsor and
Richmond Roads after 2021. The exact timing is dependent upon population and employment
growth across the NWPLRA and subject to funding availability
6. The Bandon Road corridor extends across multiple NWPLRA precincts including the West
Riverstone, Marsden Park North, Vineyard and Riverstone precincts
7. The Bandon Road upgrade is consistent with the State Priorities NSW Making It Happen
(NSW Government, September 2015) unveiled by the NSW Premier in 2015
8. The transport analysis underpinning the Strategy and the Bandon Road upgrade is based on
2012 Bureau of Statistical Analysis data (formerly Bureau of Trans port Statistics). The
forecasts assumed about 70,000 households, a population of 200,000 people and 32,600 jobs
within the NWPLRA at full development. The Strategy analysis also considered the
implications of higher employment scenarios
9. The Bandon Road grade separated crossing of the Richmond railway line will help in relieving
traffic volumes using the Garfield Road railway crossing with consequent reductions in
crashes.
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3 COMMUNITY AND STAKEHOLDER
CONSULTATION
3.1 Community involvement
Government agencies have examined numerous options for the Riverstone railway crossing since
before 1995. In October 2012, Transport for NSW (TfNSW) announced the Garfield Road overpass as
a preferred grade separated solution to replace the existing Garfield Road railway level crossing. After
further consultation with Blacktown City Council, the Minister for Roads and Freight advised that any
alternatives that demonstrated similar transport and cost outcomes to the preferred option would also
be considered. In November 2013, Roads and Maritime published a community consultation report
summarising the project history and identified two viable options for community consultation:
A new four-lane road overpass on the existing alignment of Garfield Road. This would require
widening of Garfield Road to the south outside the current road reservation
A new four- lane road overpass at Castlereagh Street.
This Community Consultation Report also included the assessment of a rail way crossing aligned with
Loftus Street. The report concluded that due to the impact and constraints of this option, the Garfield
Road and Castlereagh Street options were recommended for further investigation. Community
consultation was subsequently undertaken by Roads and Maritime from November 2013 to February
2014, with the intention of obtaining feedback to help in the development and selection of a preferred
option. After this community consultation it was decided to review the grade separated railway
crossing needs, preferred locations and possible timings of road crossings over the Richmond railway
line having regard to the updated development program across the NWPLRA. This investigation was
undertaken during 2014. Parsons Brinckerhoff undertook the transport analyses in support of the
investigation and documented its findings in the North West Growth Centre and Riverstone Corridor
Traffic Study – Options Assessment Report, 28 January 2015.
Agency and stakeholder consultation was facilitated by Roads and Maritime during the preparation of
the North West Growth Centre Road Network Strategy for the NWPLRA. The key community
interactions in the 2014-2015 period included:
1. Release of the Community Update – Proposed Road Network Strategy for NWGC in
November 2014
2. Release of the North West Growth Centre and Riverstone Corridor Traffic Study Summary
Report, November 2014
3. Distribution of the Community Update – Proposed Road Network Strategy for NWGC to an
area covering Riverstone, Vineyard and Marsden Park North and Marsden Park and a
broader section of the NWPLRA in November 2014. Roads and Maritime received twenty
three comments in response to the North West Growth Centre Road Network Strategy that
was publicised to the community in the November 2014. These responses were analysed,
reviewed and responded to in a community consultation report issued in July 2015. The
twenty three comments were received in response to a consultation involving the distribution
of around 17,000 copies of the community update within and surrounding the NWPLRA
4. Four community information sessions held in November 2014 by Roads and Maritime in
support of the public exhibition of the Strategy
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5. Door knocking of directly affected local residents in Riverstone and Vineyard during November
2014 including:
- Garfield Road businesses and some residences between Riverstone Parade and
Piccadilly Street
- Residences on Castlereagh Street between Oxford Street and Railway Terrace.
- Loftus Street businesses
- Bandon Road properties
- Camberwell Road properties
- Wallace Road properties between Bandon Road to about 600 metres to the north
of Bandon Road.
6. Information provided on the Roads and Maritime web page to enable interested parties to
keep abreast of project development
7. Notification in relation to proposed geotechnical work at the intersection of Westminster Street
and Railway Terrace, March 2015
8. Release of Community Update – Confirming Road Network Strategy for NWGC in July 2015
9. Have your say notification about the proposed traffic signals at the intersection of Westminster
Street and Railway Terrace, July 2015
10. Have your say community update for Denmark Link Road in November 2015
11. Westminster Street and Railway Terrace Intersection Upgrade, Schofields North West Growth
Centre Short Term Traffic Improvement Projects – Community Consultation Report, January
2016.
Community consultation in relation to the preferred Bandon Road corridor addressed in this report will
be initiated as part of the release of this document.
Table 3.1 – Public consultation since November 2014 Strategy public exhibition
DATE ACTION / PUBLIC DOCUMENT
November 2014 Announced proposed North West Growth Centre Road Network Strategy.
Distributed community update throughout NWPLRA. Door knocking
across Riverstone, Vineyard and Riverstone West precinct
November 2014 Four community information sessions
March 2015 Notification in relation to proposed geotechnical works
July 2015 Confirmation of North West Growth Centre Road Network Strategy for
the NWPLRA
July 2015 Proposed new traffic lights at the intersection of Westminster Street and
Railway Terrace, Schofields. Have your say notification letter delivered
November 2015 Community update for Denmark Link Road including door knock and two
information sessions.
3.2 Government agency and stakeholder involvement
Consultation with local Councils and other Government agencies has been ongoing since early 2014
and the setting up of the Riverstone Working Group meetings by Roads and Maritime. Blacktown City
Council and Hawkesbury City Council were closely involved with the Parsons Brinckerhoff Studies
(North West Growth Centre and Riverstone Corridor Traffic Study – Options Assessment Report, 28
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January 2015 and North West Growth Centre and Riverstone Corridor Traffic Study – Interim Traffic
Management Measures Report, February 2015) and Strategy development from its inception in early
2014. Council officers attended the Working Group meetings and Value Management workshops in
2014.
During 2015 Roads and Maritime continued to hold discussions with DP&E, Councils, Utility providers
and other key stakeholders within the NWPLRA in relation to the Bandon Road corridor options.
A Bandon Road corridor Value Management workshop was held on 17 December 2015 to select a
preferred corridor from fourteen options. Option M was selected as the preferred corridor.
3.3 Other involvement
During and after the announcement of the Strategy, Road and Maritime has held discussions with
utility authorities to work out strategies for dealing with major work impact on their assets. Some face
to face meetings have been held with property owners whose properties are either fully or partially
impacted by the Strategy.
Roads and Maritime proposes to seek comment on the preferred alignment corridor. Comments
received will be considered as part of the proposal development process. Further consultation will be
carried out in future inviting the community to provide comments on the concept design and the
Review of Environmental Factors (REF).
3.3.1 Stakeholders consulted
Government agency consultation has occurred throughout the development of the North West Growth
Centre Road Network Strategy for NWPLRA and more recently for the Bandon Road corridor options
selection process. In the 2014 / 2015 period, primarily as part of the development of the North West
Growth Centre Road Network Strategy, Roads and Maritime actively sought the views of the following
stakeholders. These stakeholders have also been involved in the development of the preferred
corridor for Bandon Road:
Department of Planning and Environment
Transport for NSW
NSW Member for Riverstone
Blacktown City Council and Hawkesbury City Council
Sydney Trains
State Emergency Services
Utility providers (Ausgrid, Jemena, Endeavour Energy, Telstra, Sydney Water)
3.3.2 Continued consultation with wider stakeholder group
The following stakeholders have been identified as having potential interest in the upgrade proposal:
NSW Department of Planning and Environment
Sydney Catchment Authority
Transport for NSW
Blacktown City Council
Hawkesbury City Council
The Hills Shire Council
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Environmental Protection Authority and the Office of Environment and Heritage
The local Aboriginal Community
Emergency Services
Optus, Telstra, Jemena, Endeavour Energy, TransGrid (including Bandon Road Substation)
Roads and Maritime Services
Sydney Trains
Local community.
3.4 Summary
The key messages in Chapter 3 are as follows:
1. Agency and community consultation in relation to the crossings of the Richmond railway line
has been facilitated by TfNSW and Roads and Maritime for several years. Most recently
Roads and Maritime has sought the views of various stakeholders in the development of the
North West Growth Centre Road Network Strategy for NWPLRA. The Strategy was
announced in late 2014 and confirmed in July 2015
2. Consultation with local Councils and other Government agencies has been ongoing since
early 2014 and the setting up of the Riverstone Working Group meetings by Roads and
Maritime
3. A Value Management workshop was held on 17 December 2015 to review the corridor options
for Bandon Road between Richmond Road, Marsden Park and Windsor Road, Vineyard.
Roads and Maritime sought feedback from key stakeholders at this workshop. The agencies
represented at the Workshop included DP&E, Roads and Maritime, The Hills Shire Council,
Blacktown City Council, Hawkesbury City Council, TfNSW, Trans Grid and the NSW Member
for Riverstone
4. Roads and Maritime proposes to seek comment on the preferred Bandon Road corridor.
Comments received will be considered as part of the proposal development process. Further
consultation will be carried out in the future by inviting the community to provide comments on
the concept design and the Review of Environmental Factors (REF).
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4 CORRIDOR OPTION IDENTIFICATION AND
ASSESSMENT
4.1 North West Growth Centre Road Network Strategy
Roads and Maritime worked with key stakeholders to develop the North West Growth Centre Road
Network Strategy. The Bandon Road corridor between Richmond Road, Marsden Park and Windsor
Road, Vineyard was identified as part of this Strategy. This Strategy was released in November 2014
and confirmed in July 2015. Refer to Figure 1.3 for the North West Growth Centre Road Network
Strategy.
4.2 The Bandon Road corridor options
Roads and Maritime continued to work with key stakeholders after the release and confirmation of the
North West Growth Centre Road Network Strategy in order to identify a preferred Bandon Road
corridor. A Value Management workshop was held on 17 December 2015 to review and assess
fourteen (14) options that were developed based on stakeholder feedback. Refer to Figure 4.1 for the
options that were developed. The agencies represented at the Workshop included the Department of
Planning and Environment (DP&E), Roads and Maritime, The Hills Shire Council, Blacktown City
Council, Hawkesbury City Council, TfNSW, TransGrid and the NSW Member for Riverstone. These
options included:
1. Option A – (or A2) the initial Roads and Maritime corridor alignment option
2. Option B – variation on option A with modified eastern alignment running to the south of the
Riverstone Sewage Process Plant and Pacific Power Substation
3. Option C – northernmost alignment running outside West Riverstone precinct intersecting with
Richmond Road at Precinct Road A
4. Option D – northern alignment running outside West Riverstone precinct intersecting with
Richmond Road at Precinct Road A
5. Option E – northern alignment running outside West Riverstone precinct intersecting with
Richmond Road at Precinct Road B
6. Option F – central alignment running inside West Riverstone precinct and along Park Road
intersecting with Richmond Road at Precinct Road B
7. Option G – central alignment running inside West Riverstone precinct with western alignment
north of Option E and intersecting with Richmond Road at Precinct Road B
8. Option H – central alignment with eastern section similar to Option L, western section similar
to Option E and a modified central section. Intersects with Richmond Road at Precinct Road
B
9. Option I – variation on Option H with modified central section further to the south
10. Option J – central alignment with eastern section similar to Option L but with modified central
and eastern sections. Intersects with Richmond Road at Precinct Road B
11. Option K – variation on Option J with modified western section slightly to the south
12. Option L – central alignment via Park Road reservation and intersecting with Richmond Road
at Precinct Road B
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13. Option M – central alignment via Park Road reservation but intersecting with Richmond Road
at Precinct Road A
14. Option N – variation on Option L with modified eastern section north of the transmission lines
and intersecting with Richmond Road at Precinct Road B.
The criteria used in the selection and assessment of a preferred corridor was as follows:
Consistent with NWPLRA Road Network Strategy
Minimises flood effect within the Eastern Creek, South Creek and Wianamatta Creek
floodplain
Uses the existing topography to minimise earthworks required by Bandon Road
Encourages road-based public transport utilisation, and connection to other public transport
modes
Allows for the use of Bandon Road to serve as a spine road rather than a boundary road
Connect residential and employment zones land uses within the NWPLRA
Provide a value for money alignment for the NSW Government
Connects with a previously identified intersection in Marsden Park precinct
Facilitates potential to space intersections at appropriate intervals to serve the nearby land
Encourage public transport utilisations from both sides of Bandon Road
Improves accessibility
Provides suitable connectivity between Marsden Park North Precinct, Vineyard, and
Riverstone West precincts
Provides suitable connectivity to NWPLRA precincts
Facilitates connection beyond NWPLRA
Promotes active transport connectivity.
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Figure 4.1 – Bandon Road Options assessed at value management workshop, December 2015
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4.3 Constraints and opportunities
4.3.1 Landform, geology and soils
The topography comprises gently undulating rises, accompanied by a flat to gently sloping alluvial
plain and flat terrace tops. The topography has been locally modified in places. The area is underlain
by Bringelly Shale, comprising shale, claystone, laminate and sandstone. All nearby creeks are
underlain by quaternary alluvium comprising fine-grained sand, silt and clay.
The area is located within the largely fluvial soils landscapes of the South Creek Group, Berkshire
Park Group and the Blacktown Group. According to the Australian Soil Resource Information System
(ASIRS) the probability of encountering acid sulphate soils (ASS) is considered low to extremely low.
There is no clear correlation of salinity and soil type across the study area.
The previous and current land use in the study area is likely to present a low contamination risk for
future development. This conclusion is consistent with the assessment made of other areas of the
NWPLRA, insofar that ground conditions ‘are unlikely to impose significant constraints in the design
and construction of road [infrastructure]’ (Roads and Maritime Services, 2013).
4.3.2 Hydrology and flooding
There are four principal surface water features in the area, Eastern Creek, Bells Creek (a tributary of
Eastern Creek), First Ponds Creek and a small unnamed creek just to the east of Richmond Road. All
run north south and form part of the wider Nepean catchment. Development controls prevent any
further degradation of the Creeks’ significant habitat and recreational values. These controls include
limitations on land-use density, water quality controls and restrictions on the degree to which
impervious areas are directly connected to the creeks (Parsons Brinckerhoff, 2015).
Regional groundwater is considered to be at a significant depth, about 20 metres below ground level.
More localised perched groundwater or water bearing zones are anticipated in the lower lying areas
along all four creeks. In these areas, groundwater could be experienced at less than three metres
below the existing ground level during flooding. The groundwater depths can be confirmed by
reviewing registered bores. However, a review of bores to the west undertaken for the North of
Grange Avenue to South Creek Floodplain REF confirmed groundwater at depths ranging from 2.4
metres (perched groundwater) to 20 metres (Roads and Maritime, 2013).
4.3.3 Biodiversity
Biodiversity information obtained thus far in the options assessment process has been limited to a
consideration of the existing vegetation. The NWPLRA has been biodiversity certified, although there
are areas where the certi fication does not apply. All of the Bandon Road corridor options cross non -
certified land.
Parsons Brinckerhoff (2015) note that the study area falls within the Sydney Basin Bioregion on the
Cumberland Plain between Marsden Park and Riverstone. Although highly -fragmented and likely
disturbed from previous developments, the vegetation and communities within the study area are
diverse. They include a mix of remnant native vegetation, dis turbed vegetation and more recent exotic
tree planting (planted vegetation). Noteworthy stands of endangered ecological communities (EEC)
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can be found, including large areas of intact Cumberland Plain Woodland to the north and south of
Loftus Street and Garfield Road West.
Broad scale vegetation mapping of the study area was undertaken by NSW National Parks and
Wildlife Service in 2002. At the time of publication this showed there to be six vegetation communities
present within the study area; four threatened ecological communities (TECs) and three EECs. The
development of the NWPLRA during the period since the mapping was prepared means that these
communities are likely to be less-well represented in the study area.
Roads and Maritime would be bound to the provisions of the NSW Threatened Species Conservation
Act 1995 and Commonwealth Environment Protection Biodiversity Conservation Act 1999 if
developing any of this land (if it is not already developed). It may also be bound to additi onal
conditions relating to the need to prepare management plans, recovery plans or threat abat ement
plans; obtain approval from NSW Office of Environment and Heritage (OEH) before clearing the land;
and/or the need to survey the land for the presence of Green and Golden Bell Frog.
There is no statutory requirement for Roads and Maritime to assess the impact of the options on any
TECs / EECs located on biodiversity certified land. Roads and Maritime is however committed to
mitigating impact on threatened or endangered communities that has been covered by the certification
process.
Photograph 1 – Looking east along Bandon Road at railway level crossing, December 2015
The Bandon Road Preliminary Environmental Investigation concluded that the main environmental
issues associated with the study area were identified as the potential for direct and indirect (visual /
setting) impact on items of historic heritage, although none of the corridor options currently under
consideration would directly affect known items. Potential impact on threatened ecological
communities listed under the TSC Act and the EPBC Act, noting most of the threatened ecological
communities potentially affected by the options corridors are in biocerti fied areas. Development of
Bandon Road Upgrade
Options Report
33
roads on biocerti fied lands should consider impact on threatened species, populations, endangered
ecological communities, but will not require a threatened species assessment and a Species lmpact
Statement under the EP&A Act and TSC Act. Referral, assessment or approval under the EPBC Act
will also not be required in relation to biocertified lands. Potential for direct impact on Key Fish Habitat.
Potential impact on existing surface flow patterns and potential changes to the flooding regime.
Potential for erosion and sedimentation during construction. Potential for air quality impact during
construction and operation. Construction and operational noise impact on noise sensitive receivers.
Positive and negative socio-economic effects due to changes in traffic routes.
4.3.4 Other considerations
Noise
Ambient and background noise levels have not been measured across the study area. Parsons
Brinckerhoff (2015) advise noise monitoring was conducted close to the Richmond Road / Garfield
Road West junction as part of the North of Grange Avenue to South Creek Floodplain REF (Roads
and Maritime, 2013). This confi rms the existing baseline noise environment is reasonably influenced
by road traffic noise, especially during the daytime. The Bandon Road Preliminary Environmental
Investigation recommends a construction and operational noise assessment be undertaken during the
detailed environmental assessment stage.
Heritage
A review of the Aboriginal Heritage Information Management System (AHIMS) undertaken during
2014 by Parsons Brinckerhoff confirms there were around 36 recorded sites within the Strategy study
area. The study area lies within a landscape that was important to, and intensively used by, Aboriginal
people in the past. The greatest areas of Aboriginal archaeological potential are anticipated to be
along the river corridors of First Ponds Creek, Bells Creek, South Creek and Eastern Creek. The
potential will be greatest where these areas have not been previously disturbed.
The area has been used for pastoral agricultural purposes since European settlement. A review of
Commonwealth, State and Local registers confirm there to be two items of State significance and 23
items of local significance within the study area. The most important items are:
Windsor Road and Old Windsor Road Precinct (listed on the Roads and Maritime Heri tage
and Conservation Register)
Riverstone Railway Station (listed on the State Heritage Register).
Land use
Existing land use zoning is covered by the Blacktown City Council and Hawkesbury City Council
LEPs. Future land use zoning for the NWPLRA (West Schofields, Riverstone West, Riverstone,
Riverstone East and Marsden Park North) is set out in the SRGC SEPP.
Current key land uses comprise:
1(a) General Rural
2(a) Residential
4(a) General Industrial
5(b) Special Uses (Arterial Road and Arterial Road Widening)
5(c) Special Uses (Local Road and Local Road Widening).
Bandon Road Upgrade
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34
The key future proposed zones include:
B7 Business Park
E2 Environmental Conservation
IN1 General Industrial
IN2 Light Industrial
R2 Low Density Residential
RE1 Public Recreation
SP2 Infrastructure (Classified Road and Local Road Widening).
Roads and Maritime is able to progress the development of road infrastructure work under clause 94
of the State Environmental Planning Policy (Infrastructure) 2007 (ISEPP). The provisions of other
planning instruments do not typically apply in favour of the ISEPP as is the case with the Blacktown
and Hawkesbury LEPs and the SRGC SEPP.
The SRGC SEPP defines the zoning that will apply to the area once the growth centres are
developed. Each of the above future zoning allocations has its own focus (e.g. industry, recreation,
residential, business, environmental conservation) they identify development that is permitted and
development that is prohibited. In the case of roads they are permit ted to be developed across all
zones as it is recognised that road development is needed to service development. As such, the
construction of new road(s) along the Bandon Road corridor would be consistent with the future land
use zonings within the NWPLRA.
The upgrade options will reduce available land, the most sensitive uses in this regard is the land set
aside for environmental conservation and public recreation. This inc ludes land parallel and next to
Eastern Creek (environmental conservation) and Christian college (recreation).
Road network planning and hierarchy
The Marsden Park precinct is located on the western side of Richmond Road. The Indicative Layout
Plan (ILP) for the Marsden Park precinct shows three east -west internal precinct roads have an
intersection with Richmond Road. For the purpose of this report these are referred to as Precinct
Roads A, B and C. Refer to Figure 4.2. Precinct Road A is the northernmost road with Elara
Boulevard (Precinct Road B) located further to the south. Precinct Road C is in effect an extension of
Garfield Road to the west of Richmond Road, although the classification of the road internal to the
Marsden Park precinct is at this stage unknown. It is anticipated it will be a higher order road though
not necessarily a classified arterial road. An important criterion in the assessment of the options is the
point at which the extended Bandon Road intersects with Richmond Road. This criteria has two
elements, the first being the compatibility of that point of intersection with the road system internal to
the Marsden Park precinct. The second, achieving an acceptable separation (distance) along
Richmond Road between this proposed point of intersection and the existing (and upgraded)
intersection of Richmond Road and Garfield Road. Refer to criteria in Table 4.1.
The functional classification (including total lane numbers) of the Marsden Park internal precinct roads
has yet to be confirmed. The optimal location for a new four way intersection on Richmond Road in
terms of arterial traffic flow efficiency and intersection spacing is at either Precinct Road A or Elara
Boulevard (New Precinct B). The ILP shows an indicative school site on Precinct Road A to the west
of Richmond Road. In this regard, it would be preferable to avoid routing through traffic from a
Bandon Road extension through to Precinct Road A. A Bandon Road / Richmond Road intersection
further to the south at Precinct Road B would therefore be the optimal intersection location. It would
still be located around one kilometre north of the Garfield Road intersection and would be acceptable
from a strategic arterial road development perspective.
Bandon Road Upgrade
Options Report
35
Electricity easements and other utilities
There are three existing TransGrid (or other) electricity transmission line easements running north -
south through the study area. All have a north south orientation. A 60 metre wide easement traverses
the northern sector of the Marsden Park North precinct while two parallel easements (one 60 metres
wide and the other 80 metres wide) traverse the central sector and also impact the West Riverstone
precinct. A photograph looking west from Riverstone Parade across Eastern Creek shows some of
the TransGrid utilities, as in Photograph 2. There is also an existing east-west running Endeavour
Energy easement along Bandon Road as shown in Photograph 3.
Bandon Road Upgrade Options Report
36
Figure 4.2 – Marsden Park Precinct Roads A, Elara Boulevard (B) and C
Bandon Road Upgrade
Options Report
37
Photograph 2 – Looking west along TransGrid easement from Riverstone Parade, December
2015
Photograph 3 – Looking west along Bandon Road near Substation, December 2015
Bandon Road Upgrade
Options Report
38
4.4 Bandon Road corridor assessment and selection
The Bandon Road corridor identification and assessment process has occurred in two broad stages:
1. Route selection process for the North West Growth Centre Road Network Strategy - Pre North
West Growth Centre Road Network Strategy announcement - The Bandon Road alignment
options identification and assessment process undertaken as part of the development of the
Road Network Strategy for NWPLRA
2. Selection of preferred Bandon Road corridor - Post North West Growth Centre Road Network
Strategy announcement - Options identification, refinement, and assessment underway
subsequent to the exhibition of the abovementioned Strategy and now forming the basis of
this report.
The corridor selection process is summarised in Figure 4.3 overleaf.
4.4.1 North West Growth Centre Road Network Strategy route selection
process for Bandon Road
During 2014 Roads and Maritime Services consulted with stakeholders to develop route options for
crossing locations of the Richmond railway line that were used to prepare the North West Growth
Centre Road Network Strategy. Two value management workshops were held as part of the
development, selection and assessment process for crossing options.
The investigations leading up to the exhibition of the Strategy are documented in two reports:
1. A January 2015 Parsons Brinckerhoff report entitled North West Growth Centre and
Riverstone Corridor Traffic Study – Options Assessment Report, 28 January 2015.
2. A February 2015 Parsons Brinckerhoff report entitled North West Growth Centre and
Riverstone Corridor Traffic Study – Interim Traffic Management Measures Report.
Mesoscopic traffic modelling (using AIMSUN software) was used to test road network options
(combinations of railway line crossing alignments) and to inform the analysis of the relative m erits of
each option. The options were developed based on the volume-capacity analysis, traffic flow
efficiency, connection to town centres and employment areas, provision for heavy vehicles and
provision for an efficient bus network.
Multi-criteria analysis was undertaken as part of the assessment of crossing option to inform the North
West Growth Centre Road Network Strategy for the NWPLRA. This analysis concluded alignment
option A2 (Bandon Road Extension) was a preferred corridor and recommended for more detailed
assessment. The new option extended Bandon Road westwards so it:
Continues past the sewage treatment plant and electricity substation
Crosses Eastern Creek at a location where the existing topography would mean reduced
earthworks
Joins Richmond Road at a new intersection currently proposed with Richmond Road that is
identified in current Marsden Park precinct planning for Marsden Park.
Bandon Road Upgrade
Options Report
39
Dec 2015 - Value Management Workshop: Option M identified as preferred Bandon
Road option.
2015 - Bandon Road options identified in consultation with agencies.
July 2015 - Road Network Strategy for North West Growth Centre confirmed.
Nov 2014 - North West Growth Centre Road Network Strategy released for public
comment.
2014 - A northern option along the alignment of Bandon Road identified as preferred corridor for North West Growth
Centre Road Network Strategy (Option A2)
2014 - Broad options assessed at Value Management Workshop
2014 - Desktop review identifies shortlisted railway crossing and alignment options
north and south of Riverstone Town Centre
Figure 4.3 – The Bandon Road Corridor Selection Process
Bandon Road Upgrade
Options Report
40
A comparison of the three Bandon Road alignment options (A, A1 and A2) was carried out and
concluded:
Alignment A has higher impact on a non-classified riparian corridor and threatened ecological
communities
Alignments A and (to a lesser extent) A1 rely on delivery of the Spine Road within the
Riverstone West Precinct
Alignment A2 would reduce noise impact by accommodating traffic remote from future
residences on Riverstone Parade
Alignments A1 and A2 have slightly better economic justification than Alignment A
Alignments A1 and A2 attract more traffic to the Bandon Road crossing
Alignment A2 provides the greatest amount of traffic relief to the southern crossings.
Alignments A, A1 and A2 are shown in Figure 4.4 overleaf.
Bandon Road Upgrade
Options Report
41
Figure 4.4 – Alignment Options A, A1 and A2 identified in 2014 (pre-Strategy announcement)
Bandon Road Upgrade
Options Report
42
4.5 Options assessment
4.5.1 Assessment criteria
The criteria used in the assessment and comparison of corridor options is summarised in Table 4.1
below.
Table 4.1 – Bandon Road Upgrade Corridor Assessment Criteria
NO. CRITERIA DESCRIPTION
1 Consistency with Roads
and Maritime Road
Network Strategy for
NWPLRA
Facilitates east-west connections between Windsor Road
and Richmond Road
Provides an alternative route (to Garfield Road West) east-
west route across the Richmond railway line
Accommodates 43m wide road (reservation) corridor
2 Minimises flood effect
within the Eastern
Creek, South Creek and
Wianamatta Creek
floodplain
Alignment minimises reliance on landfill by landowners within
Marsden Park North precinct
Avoids landfill in flood flow areas
3 Uses the existing
topography to minimise
earthworks required by
Bandon Road
Alignment minimises cut and fill and achieves a favourable
cut and fill balance
4 Encourages road-based
public transport
utilisation, and
connection to other
public transport modes
An alignment that minimises bus route kilometres
An alignment that facilitates access to and interchange with
Richmond railway line railway stations and future Sydney
Metro Northwest stations
5 Allows for the use of
Bandon Road to serve
as a spine road rather
than a boundary road
Location serves the wider Marsden Park North precinct
Complements areas with access to Garfield Road West
linking to Riverstone
Provides opportunities for connections within the Marsden
Park North precinct
6 Connect residential and employment zones land
uses within the NWPLRA
Facilitates efficient intra and inter precinct transport between
residential and employment zones
7 Provide a value for
money alignment for the NSW Government
An alignment that could be delivered at minimal cost to the
Government and Community while maximising benefits
realisation
Bandon Road Upgrade
Options Report
43
NO. CRITERIA DESCRIPTION
8 Connects with a
previously identified
intersection in Marsden
Park precinct
Aligns with planned collector road serving Marsden Park
North
9 Facilitates potential to
space intersections at
appropriate intervals to
serve the nearby land
Maximises separation between intersections with traffic lights
along Richmond Road
10 Encourage public
transport utilisations from both sides of
Bandon Road
An alignment that will enable cost effective feeder bus access
to precincts as they develop to the north and south of the
corridor
11 Improves accessibility An alignment that facilitates efficient multi modal accessibility
to and from NWPLRA precincts
12 Provides suitable
connectivity between
Marsden Park North,
Vineyard, and
Riverstone West
precincts
Connects and facilitates access between local precincts
13 Provides suitable
connectivity to NWPLRA
precincts
Connects and facilitates access between precincts across
broader NWPLRA
14 Facilitates connection
beyond NWPLRA
An alignment that accommodates cross regional travel
including public transport and heavy vehicles
15 Promotes active
transport connectivity
An alignment that facilitates pedestrian and cyclist access on
likely future desire lines.
4.5.2 Options evaluation against the criteria
The initial assessment and comparison of the fourteen options was undertaken against the criteria. A
summary of these findings is provided in Table 4.2. After this initial review a first round cull of the
various options was undertaken at the December 2015 Value Management workshop which resulted
in the selection of Option M as the Bandon Road preferred corridor. A summary of the outcomes of
this cull process is provided in Table 4.3.
Bandon Road Upgrade Options Report
44
Table 4.2 – Corridor Option Assessment and Comparison
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone W est and
Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone W est and
Vineyard precinct
W ithin Marsden
Park North precinct
Across Eastern
Creek
W ithin
Marsden Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
A
Sits separate to the existing terrain
requiring large volumes of fill or extensive
bridge length to link between Riverstone West and
Marsden Park North precincts
Reliant on earthworks being completed
or additional fill earthworks required to
contain road within the Marsden Park North
precinct.
Avoids negatively impacting high value
developable area in Riverstone West precinct
Serves a limited area on northern side of
proposed road alignment than some other options
>1200m bridge or extensive fill
earthworks across Eastern Creek.
Additional length of around 880m fill
with culverts required beyond the fill
proposed by the fill required by the proponents
of Marsden Park North precinct.
Requires earthworks platforms for Marsden Park
North to have been undertaken by precinct proponents
otherwise location requires earthworks or structure.
Multiple crossings of electricity easements.
Limited due to length of structure
across Eastern Creek and potential
flood mitigation measures required to cross
the 1% AEP flash and backwater flood
zone
Yes Point of intersection on
Richmond Road is at New Precinct Street A.
Yes Maximises separation between
signalised intersections along Richmond Road.
Yes Alignment passes through
the centre of the Marsden Park North
precinct.
Yes Yes Yes Yes Yes Alignment passes through the
centre of the Marsden Park North precinct.
Bandon Road Upgrade Options Report
45
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
B
Difficult to get an underpass
to work across the Richmond railway line and through
the Riverstone West precinct due to existing
topography in Riverstone West precinct.
Reliant on earthworks being
completed or additional fill earthworks
required to contain road within the Marsden
Park North precinct.
Sits within the Riverstone
West precinct south of the existing TransGrid
substation and Sydney Water sewer treatment
plant. Potential issue with segregation
of developable land into small wedges.
Issue with impact on the Vineyard
Railway Station Potential to conflict with
previously released ILP.
Serves a limited area on northern
side of proposed road alignment than some other options
>650m bridge
Additional length of around
880m fill with culverts required beyond the
fill proposed by the fill required by the
proponents of Marsden Park North precinct.
More costly to construct a bridge with a
straight and a radius than simpler geometry
Very minimal crossing of the oil and gas pipeline in Riverstone
West precinct Skewed structure across the Richmond
railway line more costly and complex to construct.
Possibly require a bridge over the Richmond railway line instead of
underpass, located at the highest point in the existing terrain. This
would also have issues with grading to existing if developed.
Limited due to issues of
alignment passing through Riverstone West
precinct, and across the Richmond
railway line
Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Mostly, however potential for
problems in Riverstone West precinct.
Yes The eastern
alignment could provide good bus access to
Vineyard Railway Station and to the West
Riverstone precinct.
Yes Yes although slightly
circuitous in eastern section.
Yes, however problemati
c connection with Vineyard precinct
directly to the north of Riverstone West
precinct
Yes Yes Could provide pedestrian and cyclist east-west
access to and
through West Riverstone precinct.
Bandon Road Upgrade Options Report
46
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
C
Sits separate to the existing
terrain requiring large volumes of fill or
extensive bridge length to link between Riverstone
West and Marsden Park North precincts.
Large potential effect on
flooding due to extensive crossing of existing
floodplain. Does not directly connect
onto main area of Marsden Park North developme
nt area.
Avoids negatively impacting
high value developable area in Riverstone West
precinct.
Sits separate to the existing currently
developable area. Requires extensive
bridge length and would require substantial volumes of fill.
Limited connectivity to main potential developable
area and Option C location for Bandon Road.
>2500m up to ~4200m bridge
Any fill used to replace this bridge length
would have a negative effect on flood plain storage and
flood water flows.
Relies on an unapproved cut / fill strategy.
Significant risk and major work issues, if lots are not
developed north of the South / Wianamatta Creek (linked to unapproved cut
/ fill strategy). Bridge length up to ~4200m.
No No Would intersect
with Richmond Road north of New
Precinct Street A.
Extremely limited due to
separation from main Marsden Park North precinct.
Extremely limited due to
separation from main Marsden Park
North precinct.
No Alignment passes
through northern sector and bypasses Marsden
Park North precinct.
No Alignment runs
outside West Riverstone precinct.
Limited Reduced Limited Alignment remote from
future pedestrian and cyclist desire lines.
Bandon Road Upgrade Options Report
47
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
D
Sits separate to the existing
terrain requiring large volumes of fill or
extensive bridge length to link between Riverstone
West and Marsden Park North precincts.
Large potential effect on
flooding due to extensive crossing of existing
floodplain.
Avoids negatively impacting
high value developable area in Riverstone West
precinct.
Sits separate to the existing currently
developable area. Limited connectivity to
main potential developable area and Option D location for
Bandon Road Requires extensive bridge length
and would require substantial volumes of fill.
>2600m up to ~4200m bridge
Any fill used to replace this bridge length
would have a negative effect on flood plain storage and
flood water flows.
Relies on an unapproved cut / fill strategy
Significant risk and major work issues, if lots are not
developed north of the South / Wianamatta Creek (linked to unapproved cut
/ fill strategy). Bridge length up to ~4200m.
No No Would intersect
with Richmond Road north of New
Precinct Street A.
Extremely limited due to
separation from main Marsden Park North precinct,
but potentially marginally better than Option C.
Extremely limited due to
separation from main Marsden Park
North precinct, but potentially marginally
better than Option C.
No Alignment passes
through northern sector and bypasses Marsden
Park North precinct.
No Alignment runs
outside West Riverstone precinct.
Limited Reduced Limited Alignment remote from
future pedestrian and cyclist desire lines.
Bandon Road Upgrade Options Report
48
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
E
Sits separate to the existing
terrain requiring large volumes of fill or
extensive bridge length to link between Riverstone
West and Marsden Park North precincts
Large potential effect on
flooding due to extensive crossing of existing
floodplain but would connect onto proposed
future potential earthworks platform.
Avoids negatively impacting
high value developable area in Riverstone West
precinct.
Runs parallel to existing TransGrid
electricity line easement on northern side through developable
area which limits the developable land to the north.
Requires extensive bridge length and would
require substantial volumes of fill.
>1700m to around 2400m
bridge Any fill used to replace some of
this bridge length would have a negative effect on
flood plain storage and flood water flows
Additional length of around
450m of additional fill with culverts once
reaching land higher than 1% AEP flash and
backwater flood level
Relies on an unapproved cut / fill strategy
Minimal Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Limited as there is limited land
use on northern side of proposed road
location within Marsden Park North precinct
Limited as there is limited
land use on northern side of proposed
road location within Marsden Park
North precinct
Limited Limited Alignment runs
outside West Riverstone precinct.
Limited Yes Limited Could accommodat
e likely future pedestrian and cyclist desire lines through and
within the Marsden Park North precinct.
F
Long length of bridge
Sits within the existing Park Road corridor
Long length of bridge between end of Park
Road to Riverstone West and Vineyard precincts
Avoids negatively impacting high value
developable area in Riverstone West precinct.
Utilises existing Park Road corridor to serve both
existing and future land use needs.
>1800m bridge Any fill used to
replace some of this bridge length would have
a negative effect on flood plain storage and flood water
flows
Additional length of around 300m of
additional fill with culverts once reaching
land higher than 1% AEP flash and backwater
flood level.
Long length of bridge requiring bridge structure to be developed
on both curve and straight which would be more complex
Minimal Yes Point of intersection on
Richmond Road is at New Precinct Street A.
Yes Yes Alignment would facilitate
good bus access and minimise route
kilometres.
Yes Yes Alignment runs within West
Riverstone and Marsden Park North precincts.
Yes Yes Yes Could accommodate likely future
pedestrian and cyclist desire lines.
Bandon Road Upgrade Options Report
49
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
G
Hugs close to TransGrid electricity
substation meaning Minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Reliant on connecting to an
unapproved earthworks platform location. But
minimises potential negative issues.
Issue with travelling underneath the TransGrid
electricity easement with a bridge structure
Avoids negatively impacting
high value developable area in Riverstone West
precinct.
Crosses the precinct in a less desired
way from development of land use perspective.
Pushes the proposed road near to the northern edge of the main
earthworks platform reducing the proposed roads
effectiveness relating to road function.
Potential 600m to 1000m
bridge depending on earthworks needs
Additional length of around
1400m of additional fill would be required below the
1%AEP flash and backwater flood level land.
Relies on an unapproved cut / fill strategy
Minimal Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Limited as there is limited land
use on northern side of proposed road
location within Marsden Park North precinct
Limited as there is limited
land use on northern side of proposed
road location within Marsden Park
North precinct
Limited Limited
Yes Yes Limited
Bandon Road Upgrade Options Report
50
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
H
Hugs close to TransGrid electricity
substation meaning minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Large earthworks remote to
the unapproved earthworks platforms for
Marsden Park North. This is particularly true north
of the TransGrid electricity lines that cross
Eastern Creek. There would be a substantial
increase in fill required compared to options that go
south of the TransGrid easement that crosses
Eastern Creek.
Avoids negatively impacting
high value developable area in Riverstone West
precinct.
Runs parallel to existing TransGrid
electricity line easement on northern side through developable
area which limits the developable land to the north.
Requires extensive earthworks.
Around 600m to 660m
bridge depending on earthworks needs
Additional length of around
2,100m of additional fill with culverts once
reaching land higher than 1% AEP flash and
backwater flood level
Relies on an unapproved cut / fill strategy
Separated earthworks structure from main
earthworks within Marsden Park North precinct for an additional
approximate 1,000m
Minimal Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Limited as there is limited land
use on northern side of proposed road
location within Marsden Park North precinct
Limited as there is limited
land use on northern side of proposed
road location within Marsden Park
North precinct
Limited Although alignment is
central to the Marsden Park North precinct.
Limited Although alignment
passes through each precinct.
Limited Yes Limited
Bandon Road Upgrade Options Report
51
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
I
Hugs close to TransGrid electricity
substation meaning minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Reliant on connecting to an
unapproved earthworks platform location. But
minimises potential negative issues.
Issue with travelling underneath the TransGrid
electricity easement with a bridge structure
Stays away from negatively
impacting high value developable area in Riverstone
West precinct.
Pushes the proposed road near to the
northern edge of the main earthworks platform reducing the
proposed roads effectiveness relating to road function.
Benefit of connectivity directly to southern side
of TransGrid electricity easement across Eastern
Creek.
Potential 600m to 1000m
bridge depending on earthworks need
Additional length of around
1300m of additional fill would be required below the
1%AEP flash and backwater flood level land.
Reduced reliance on an unapproved cut
/ fill strategy
Yes Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Yes Yes Yes Yes Yes Yes Yes
Bandon Road Upgrade Options Report
52
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
J
Hugs close to TransGrid electricity
substation meaning minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Less reliant on connecting
to an unapproved earthworks platform location.
Minimises potential negative issues.
Issue with travelling underneath the TransGrid
electricity easement with a bridge structure
Stays away from negatively
impacting high value developable area in Riverstone
West precinct.
Pushes the proposed road near to the
southern side of the existing TransGrid easement running
parallel to Park Road. Benefit of creating
parallel road to Park Road. Benefit of connectivity
directly to southern side of TransGrid electricity easement
across Eastern Creek.
Potential 600m to 1000m
bridge depending on earthworks need
Additional length of around
1200m of additional fill would be required below the
1%AEP flash and backwater flood level land.
Reduced reliance on an unapproved cut
/ fill strategy. Minimises wasted land associated with
existing TransGrid electricity easement.
Yes Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Yes Yes Yes Yes Yes Yes Yes
Bandon Road Upgrade Options Report
53
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
K
Hugs close to TransGrid electricity
substation meaning minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Less reliant on connecting
to an unapproved earthworks platform location.
Minimises potential negative issues.
Issue with travelling underneath the TransGrid
electricity easement with a bridge structure
Stays away from negatively
impacting high value developable area in Riverstone
West precinct.
Pushes the proposed road near to the
southern side of the existing TransGrid easement running
parallel to Park Road. Benefit of creating
parallel road to Park Road. Benefit of connectivity
directly to southern side of TransGrid electricity easement
across Eastern Creek.
Potential 600m to 1000m
bridge depending on earthworks need
Additional length of around
1200m of additional fill would be required below the
1%AEP flash and backwater flood level land.
Reduced reliance on an unapproved cut
/ fill strategy. Minimises wasted land associated with
existing TransGrid electricity easement.
Yes Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Yes Yes Yes Yes Yes Yes Yes
L
Improves length of bridge required to
gap between Riverstone West and Marsden
Park North
Requires minimal flood plain crossing
below 1% AEP flood level
Minimises disruption to Riverstone
West precinct high value proposed land area
Serves both sides of Bandon Road with controlled
access Utilises part of Park Road existing road
reservation which would need to be widened.
Around 600m to 660m bridge
depending on earthworks needs
1200m fill with culverts
TransGrid line at Eastern Creek may make bridge
construction more problematic / costly
Yes Yes Point of intersection on
Richmond Road is at New Precinct Street A.
Yes Yes The alignment would be
central to the Marsden Park precinct
meaning bus feeder access could be
optimised.
Yes Central alignment provides
good accessibility.
Yes Yes Yes Yes Would accommodate likely future
pedestrian and cyclist desire lines through and within the
Marsden Park North precinct.
Bandon Road Upgrade Options Report
54
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
M
Optimises length of bridge to
topography of existing levels, while minimal additional fill
earthworks required in Riverstone West
Utilises Park Road and stays
in more locations greater than 1% AEP flood
level
Good access to areas
above 1% AEP flood level.
Serves both sides of Bandon Road
with controlled access. Good connectivity to
Marsden Park North compared to other options
Utilises part of Park Road which is an existing road easement.
Potential 600m to 1000m
bridge depending on earthworks needs
850m fill with culverts
Benefit in building earthworks
underneath TransGrid line at Eastern Creek, with bridge occurring
to north of this easement Benefit of creek crossing
immediately east of Richmond Road being above 1% AEP flash and
backwater flood level.
Yes Yes Point of intersectio
n on Richmond Road is at New Precinct
Street B (Elara Blvd traffic signals).
Yes Yes The alignment
would be central to the Marsden Park
precinct meaning bus feeder access
could be optimised.
Yes Central alignment maximises
accessibility. Superior alignment to Option L.
Yes Connectivity
maximises. Superior to Option L.
Yes Superior to Option L.
Yes Intersection with New
Precinct B street means east-west connectivit
y for through trips is maximised.
Superior to Option L.
Yes. Good accessibility
to planned Marsden Park precinct retail centre and sporting
facilities.
Bandon Road Upgrade Options Report
55
Op
tio
n
Topography / Flooding Land use If structure is above 1 in 100 flash and backwater
Co
nstr
ucta
bilit
y a
nd
ris
ks
Road function
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
W ithin Riverstone
W est and Vineyard precinct
W ithin Marsden
Park North precinct
Across
Eastern Creek
W ithin Marsden
Park North potential earthwork
s areas
Valu
e fo
r m
on
ey
Co
nn
ects
wit
h a
pre
vio
usly
id
en
tifi
ed
in
ters
ecti
on
in
Mars
den
Park
p
recin
ct
Po
ten
tial
to s
pace in
ters
ecti
on
s at
ap
pro
pri
ate
in
terv
als
to
serv
e th
e n
earb
y
lan
d
En
co
ura
ge p
ub
lic t
ran
sp
ort
uti
lisati
on
s
fro
m b
oth
sid
es o
f B
an
do
n R
oad
Imp
roves accessib
ilit
y
Co
nn
ecti
vit
y
betw
een
M
ars
den
Park
N
ort
h P
recin
ct,
V
ineyard
, an
d R
ivers
ton
e
West
pre
cin
cts
Pro
vid
es su
itab
le co
nn
ecti
vit
y t
o N
WP
LR
A
pre
cin
cts
Facilit
ate
s co
nn
ecti
on
beyo
nd
NW
PLR
A
Acti
ve t
ran
sp
ort
co
nn
ecti
vit
y
N Hugs close to TransGrid electricity
substation meaning minimal earthworks leading to
bridge. Minimal length of structure
could be achieved across Eastern Creek.
Large earthworks remote to
the unapproved earthworks platforms for
Marsden Park North. This is particularly true north
of the TransGrid electricity lines that cross
Eastern Creek. There would be a substantial
increase in fill required compared to options that go
south of the TransGrid easement that crosses
Eastern Creek.
Stays away from negatively
impacting high value developable area in Riverstone
West precinct.
Runs parallel to existing TransGrid
electricity line easement on northern side of the existing TransGrid
electricity easement across Eastern Creek which limits
the connectivity to developable land.
Serves both sides of Bandon Road with controlled access.
Utilises part of Park Road which is an existing road
easement.
Around 600m to 660m
bridge depending on earthworks needs
Additional length of around
1,100m of additional fill with culverts once
reaching land higher than 1% AEP flash and
backwater flood level
Separated earthworks structure from
main earthworks within Marsden Park North precinct for an
additional approximate 500m
Minimal Yes Point of intersectio
n on Richmond Road is at New Precinct
Street A.
Yes Yes Yes Alignment provides
good accessibility. Not to same
extent as Option M.
Yes Good connectivit
y but not to same extent as Option M.
Yes Not to same
extent as Option M.
Yes Intersection with New
Precinct A Street means east-west connectivit
y for through trips is not as high as Option M.
Yes. Accessibility to planned
Marsden Park precinct retail centre and sporting facilities
inferior to that provided by Option M.
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4.5.3 Value Management workshop
The December 2015 Value Management Workshop concluded Option M was the Bandon Road preferred corridor. Refer to Appendix 3 for a copy off the Value Management Report. The options were considered having regard to their performance relative the objectives and selection criteria
referred to above. The Value Management participants agreed that several options were not worthy of further consideration and these where eliminated from further consideration for the reasons outlined in Table 4.3 below.
Table 4.3 – Bandon Road Upgrade Corridor Option Assessment
OPTION ADVANTAGES (A) / DISADVANTAGES (D) RATING
A A - Nil
D - Bridge length greater than 1,200 metres
Delete in favour of Option I
0
B A - Nil
D - Segregation of land use
D - Curved rather than straight bridge
D - Works best with rail overbridge, impact on Vineyard Railway St
0
C A - Nil
D - Poor arterial road and intersection outcome
D - Requires extensive bridge length
0
D A - Nil
D - Poor arterial road and intersection outcome
D - Requires extensive crossing of the floodplain
D - Requires extensive bridge length
0
E A - Nil
D - Requires extensive bridge length (circa 2,500 metres) and extensive
crossing of the floodplain
D - Potential segregation of land issues
0
F A - Nil
D - Requires extensive bridge length (circa 2,500 metres) and extensive
crossing of the floodplain
0
G A - Avoids the TransGrid easement.
D - Heavily reliant on additional land fill (1,400m3 above 1% flood level).
0
H A - Avoids the TransGrid easement
D - Requires a large quantity of land fill (2,100m3) which needs to be offset
0
I A - Avoids the TransGrid easement on the southern side minimising
earthworks and flood storage impact
D - Requires bridge under the TransGrid lines
0
J Preferred over Option I
A - Has a slightly more direct corridor alignment than Option K at the
western end
A - Potentially less noise impact on development areas compared to
Options L and M
A - Less impact on prime development land compared to Options L and M
D - Requires bridge under the TransGrid lines while Option M does not.
1
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OPTION ADVANTAGES (A) / DISADVANTAGES (D) RATING
D - Has potential Aboriginal heritage issues compared to Options L and M
(Park Road alignment)
D - Creates a boundary road rather than a spine road
D - Provides for a less optimum connection to Marsden Park compared to
Option M
D - Creates smaller segregated development areas
K Similar to Option J
A - Less environmental and heritage impact compared to Option J
D - Western corridor alignment less direct compared to Option J
1
L A positive alignment Option from a Roads and Maritime perspective
A - Bridge is located at the narrowest point
A - Utilises the existing Park Road reservation
A - Allows for more development land due to Park Road alignment
A - Co-ordination of utilities has already occurred along Park Road
D - Requires bridge under the TransGrid lines while Option M does not
D - Provides for a less optimum connection to Marsden Park compared to
Option M
D - Proximity to existing school on Park Road
1
M A positive alignment Option from a Roads and Maritime perspective that
addresses some of the issues associated with Option L
A - Provides a wider potential opening for the Creek
A - Avoids construction under TransGrid lines
A - Optimum point of intersection on Richmond Road at Elara Boulevard
A - A generally straight corridor alignment
A - A generally more direct corridor between Windsor and Richmond roads
A - A superior flood evacuation outcome
D - A slightly greater volume of earthworks compared to Option L
D - Some impact upon vegetation
1
N A - Nil
D - An alignment to the north of the TransGrid easement which is not
supported by Roads and Maritime
D - Excessive fill volumes required.
0
A - Advantage
B - Disadvantage
0 - Option eliminated from further consideration.
1 - Option retained for further consideration.
After further discussion amongst the Value Management participants the following key point were
agreed:
While Option J was preferred over Option I and would have a slightly more di rect corridor
alignment than Option K at the western end, it would require a bridge under the TransGrid
lines, has potential Aboriginal heritage issues, would be less optimum as a spine road, would
have a less favourable connection to Marsden Park and would create smaller segregated
development areas. On this basis it was not seen as a preferred corridor
The group agreed that in terms of the differentiating factors for options between the Richmond
railway line and Windsor Road, it was preferred to widen to the southern side of the existing
Bandon Road. However, further investigations would be undertaken during the design
development process to optimise the alignment and to add value
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Option K was seen by the participants to be similar to Option J but with possibly fewer
environmental and heritage impact. Conversely, the western corridor alignment of Option K
was considered less direct than Option J
Option L was considered to be a potentially feasible option in the view of Roads and Maritime.
The bridge is located at the narrowest point of the existing land form next to Eastern Creek,
the corridor utilises the existing Park Road reservation, it would allow for more development
land due to the Park Road alignment within which co-ordination of utilities has already
occurred
The key differentiators between Options L and M was the fact that Option L would require a
bridge under the TransGrid lines whereas Option M would not, and Option M providing a
better point of connection with Richmond Road and the Marsden Park precinct
It was agreed options to minimise environmental impact at the western end of the alignment
would be investigated
It was agreed Roads and Maritime would continue to work with the DP&E and Councils to
integrate the proposed alignment with precinct planning directions
It was agreed the already approved zone planning in the Riverstone precinct would be
modified in response to the adoption of Option M as the preferred Bandon Road corridor.
4.5.4 Bandon Road preferred corridor – Option M
Option M was selected as the preferred corridor location for Bandon Road at the conclusion of the
Value Management workshop. The Option M corridor is shown in Figure 4.5. The reasons for the
selection of Option M are as follows:
Topography – Utilises the existing topography to minimise the length of bridge required
across Eastern Creek and minimises fill earthworks volume within the floodplain; m inimal
bridge length/structure and minimises flood impact
Land Use – Good connectivity to Marsden Park North; good access to areas of land located
above the 1% AEP (1 in 100 year flash and backwater flood level). Serves both sides of
Bandon Road. The corridor would utilise an existing length of Park Road as part of the
Bandon Road corridor. Minimises effects on developable land within the Riverstone West
precinct. Limits direct effects on existing businesses and residences on the northern side of
Bandon Road between the Richmond railway line and Windsor Road
Environment – The preferred corridor facilitates environmental impact mitigation although
some issues require continued examination. The Bandon Road Preliminary Environmental
Investigation concluded there would be likely impact on small areas of Shale Plains Woodland
(Cumberland Plain Woodland critically endangered ecological community (TSC Act and EPBC
Act)) and Shale / Gravel Transition Forest (EPBC Act, critically endangered; TSC Act
endangered). These areas are located immediately to the west of Park Road and to the north
of the existing Bandon Road extent. All are located on biocertified lands. Potential impact on
habitat for threatened flora including Grevillea juniperina subsp. Juniperina (TSC Act,
vulnerable), for which there are previous records on the southern side of the existing Bandon
Road extent and near Park Road. Any impact would most likely be in biocertified areas
Constructability and Risks – Minimises impact on the TransGrid transmission lines. The
creek crossings would be above the 1% AEP backwater flood level. Connects to existing
signalised intersection of Richmond Road and Elara Boulevard (New Precinct Street B)
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Road Function – Bandon Road would join Richmond Road at the recently constructed
Richmond Road and Elara Boulevard (New Precinct Street B) intersection within the Marsden
Park precinct. This intersection with the recently constructed traffic signals at Elara Boulevard
would be consistent with the internal Marsden Park precinct road network while providing
good spacing of intersections along Richmond Road
Strategic – It is generally consistent with the Roads and Maritime North West Growth Centre
Road Network Strategy for the NWPLRA facilitating east-west connections between Windsor
Road and Richmond Road. This corridor would provide an alternative route to Garfield Road
east-west route across the Richmond railway line. The corridor would provide good
connectivity to the Marsden Park North precinct compared to other options
Public and active transport – The alignment could be central to the Marsden Park North
precinct meaning bus feeder access could be optimised. The corridor alignment would
maximise accessibility and connectivity with neighbouring precincts , and facilitate access to
and from Vineyard Railway Station. The corridor would facilitate connectivity beyond the
NWPLRA because the intersection with Elara Boulevard (New Precinct B) means east-west
connectivity for through trips is maximised. This would benefit precinct traffic, cross regional
bus services and through vehicle movements. The corridor could facilitate good pedestrian
and cyclist access by virtue of its central alignment which would provide efficient access
between the Marsden Park North precinct and planned retail centre and sporting facilities in
the Marsden Park precinct.
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Figure 4.5 – The Bandon Road Preferred Corridor – Option M
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4.6 Summary
The key messages in Chapter 4 are as follows:
1. A total of fourteen Bandon Road corridor options were identified
2. Some of the options are similar with only slight variations in sections of the al ignments, for
example, Options L, M and N differ only slightly in their alignments near the existing
transmission line easement to the west of Eastern Creek although they do differ in terms of
bridge locations and the point of intersection with Richmond Road
3. Key constraints and opportunities were identified in the assessment process and include the
extent of cut and fill (required for the road upgrade itself and to accommodate precinct
development across the study area), impact upon flooding, avoidance of vegetation
conservation zones, utilities impact and precinct development
4. Each option was assessed against the assessment criteria and considered at the December
2015 Bandon Road Value Management Workshop
5. Options J, K L and M were considered to be potentially feasible corridor options
6. Option M is the preferred corridor for Bandon Road for the reasons outlined in Chapter 4.
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5 CONCLUSIONS AND NEXT STEPS
5.1 Bandon Road preferred corridor – Option M
The assessment of options concluded Option M is the preferred Bandon Road corridor. Option M is
generally consistent with the Roads and Maritime North West Growth Centre Road Network Strategy
for the NWPLRA, facilitating east-west connections between Windsor Road and Richmond Road. An
updated map of the North West Growth Centre Road Network Strategy (March 2016) showing the
preferred Bandon Road corridor is shown in the executive summary. The corridor would provide an
alternative route to the Garfield Road east-west route across the Richmond railway line. The corridor
would also provide good connectivity to the Marsden Park North precinct compared to other options.
Option M utilises existing topography to minimise bridge lengths and fill earthworks volumes within the
floodplain. The preferred corridor would also minimise flood impact. The corridor connects to the
recently constructed signalised intersection of Richmond Road and Elara Boulevard and would
complement precinct planning in the area. It would also provide good spacing of intersections along
Richmond Road north of Garfield Road West. Option M would provide good connectivity to Marsden
Park North and good access to areas of land located above the 1% AEP (1 in 100 year flash and
backwater flood level). The preferred corridor would serve both sides of Bandon Road and would
utilise an existing length of Park Road as part of the Bandon Road corridor. It would minimise effects
on developable land within the Riverstone West precinct and limit direct effects on existing businesses
and residences on the northern side of Bandon Road between the Richmond railway line and Windsor
Road. Compared to other options, the Bandon Road preferred corridor – Option M would have
comparatively fewer environmental impact.
The preferred corridor would be central to the Marsden Park North precinct meaning bus feeder
access could be optimised. The corridor alignment would maximise accessibility and connectivity with
neighbouring precincts. The corridor would facilitate connectivity beyond the NWPLRA because the
intersection with Elara Boulevard means east-west connectivity for through trips is maximised. This
would benefit precinct traffic, cross regional bus services and through vehicle movements. The
corridor could facilitate good pedestrian and cyclist access by virtue of its central alignment which
would provide efficient access between the Marsden Park North precinct and planned retail centre and
sporting facilities in the Marsden Park precinct.
The assessment of option M also concluded:
The point of intersection with Richmond Road would be around one kilometre north of the
Garfield Road intersection providing good separation of intersections with traffic lights along
the arterial road.
The alignment of Option M is central to the Marsden Park North precinct which will enable a
higher order road within the Corridor to efficiently provide access across the precinct once
developed
The corridor would minimise impact on the central vegetation conservation zone, riparian
corridors and threatened ecological communities
The corridor would promote planning of new integrated neighbourhoods because it minimises
severance of planned neighbourhoods and would not have adverse impact on precinct and
resident amenity
The corridor would facilitate the ability to stage precinct development over time between now
and full development
Bandon Road Upgrade
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63
It could service different growth scenarios.
5.2 Next steps
The next steps include:
1. Community consultation of the Bandon Road preferred corridor
2. Consider consultation feedback and refine preferred corridor if required
3. Start Bandon Road corridor reservation.
4. Develop concept design and environment assessment.
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Appendices
Appendix 1: Terms and Definitions
TERM DEFINITION
Levels of Service A qualitative descriptor of the road environment describing the ability of
vehicles to manoeuvre. ‘A’ represents complete freedom to accelerate or
manoeuvre. “F’ represents high levels of congestion
Project scope The geographic and physical description of a road project undertaken
during the planning process. Scope may vary with further project
development
Heavy vehicles Classes 3-12 under the Austroads’ vehicle classification system. Does not
include short vehicles (e.g. cars, motorbikes or short vehicles towing
another)
Crash rates The number of reported crashes on a road as a proportion of the traffic
usually expressed as per 100 million vehicle kilometres
Accessibility The potential ability of an individual or group to reach a destination. It is
distinguished from mobility which is the propensity of that individual or
group to make a journey
Traffic Modelling A process that predicts future traffic volumes on the basis of trip
generation, destination attractiveness and geographic options to make
those trips
Base Case In economic appraisal, the case which represents “business as usual” or
“Do Minimum”. The costs and benefits of that case are compared to the
improved case options
Stakeholder An individual or organisation potentially affected by, or who have an
interest in, a proposed project
Sustainability The concept that, in carrying out current actions (e.g. building a road)
there should be positive net benefits for future generations.
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Appendix 2: Treatment of Employment Estimates in 2014 Strategy Analysis
Forecasts of future traffic demand have been estimated for 2026 and 2036. One of the purposes of the
modelling exercise is to incorporate recent changes in land use planning assumptions into the traffic
model to enable the most up-to-date forecasts to be used for the assessment of options.
A comparison was undertaken between the latest version of Bureau of Statistical Analysis’ Sydney
Strategic Travel Model (STM) and the most recent information from the DP&E. The latest version of
STM incorporates the Bureau of Statistical Analysis Population and Employment Forecasts, August
2012 Release. An update to these forecasts is imminent, but was not available for this study.
The comparison between the Bureau of Statistical Analysis Population and Employment Forecasts
and most recent Planning master plans is summarised in Table 4.2. The analysis revealed:
Dwelling forecasts have increased by seven per cent from about 65,000 to 70,000 households
Population forecasts have increased by about 10 per cent from 185,600 to 203,400 people
(around 200,000)
The latest DP&E master plan forecasts of employment for the Box Hill Industrial, Marsden
Park Industrial and Riverstone West precincts are 57 per cent higher than the Bureau of
Statistical Analysis forecasts (38,000 compared to 24,300 jobs). An additional 1,400 jobs are
forecast to be created within the Riverstone Precinct, however, these appear to be within the
Bureau of Statistical Analysis forecast of 6,289 jobs. Overall about 40,000 new jobs could be
created within the NWPLRA.
This large difference in employment estimates was attributed to:
The DP&E master plan job estimates being maximums, assuming full development, with all
development occurring with the maximum density of employees
Limits on total employment across the Sydney Greater Metropolitan Areas. Therefore if a high
density of employees were to occur in the North West Growth Centre, reduced employment
would need to be assumed elsewhere in Sydney.
Bureau of Statistical Analysis applies a control to its employment forecasts to spread the number of
growth in jobs across Sydney. Its forecasts are considered to be the ‘most likely’ rather than the
‘maximum potential’. For the purposes of the Parsons Brinckerhoff study (2015), the Bureau of
Statistical Analysis process was assumed to represent a reasonable basis for planning and assessing
the future road network demand. To incorporate some increase in employment, and to avoid skewing
travel patterns between residents commuting out of the study area and employees driving to jobs
within the study area, it was assumed that population and employment forecasts will increase by the
same agreed growth percentage – seven per cent. This equates to 2,045 jobs and 13,252 residents in
excess of the August 2012 Bureau of Statistical Analysis employment forecasts.
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Appendix 3: Bandon Road Corridor - Options Assessment Value Management Workshop -
Report, December 2015
rms.nsw.gov.au/nwplra
1300 367 561
Riverstone NWGC
Roads and Maritime Services
Locked Bag 973
Parramatta NSW 2124
June 2016 RMS 16.207
ISBN: 978-1-925507-27-0
BandonRoadUpgradeProjectOptionsAssessmentValueManagementWorkshopReportTierneyPageKirklandPtyLtdLEADERSINFACILITATIONSuite507,AshingtonCourt147KingStreetSYDNEYNSW2000Telephone1 1300TPKTPK(875875)Telephone2 (02)90453306E-Mail [email protected] www.tpk.com.au
December 2015
BandonRoadUpgradeProjectOptionsAssessmentValueManagementWorkshop-Report
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TableofContents1 EXECUTIVESUMMARY......................................................................1
1.1 KEYOUTCOMESFROMTHEVALUEMANAGEMENTWORKSHOP.......................2
2 INTRODUCTION................................................................................3
2.1 WORKSHOPMETHODOLOGY.....................................................................32.2 WORKSHOPREPORT................................................................................3
3 INFORMATIONPHASE......................................................................4
3.1 WELCOME-SURESHSURENDRAN.............................................................4
3.2 THEWORKSHOPPROCESS–DECLANTIERNEY..............................................43.3 DEPARTMENTOFPLANNING(DOP)OVERVIEW–EVELYNIVINSON..................4
3.4 OBJECTIVES,BACKGROUNDANDSCOPE–YVONNETSUKAME.........................43.5 THEAVAILABLEOPTIONS–DAMIANGOULDER.............................................4
4 ANALYSISPHASE..............................................................................5
4.1 WORKSHOPOBJECTIVES...........................................................................5
4.2 PROJECTOBJECTIVES...............................................................................54.2.1 Broadobjective...............................................................................6
4.3 ASSUMPTIONS.......................................................................................64.3.1 Facts................................................................................................6
4.3.2 Workingassumptions.....................................................................7
4.3.3 Questionable...................................................................................74.3.4 Incorrect..........................................................................................7
5 OPTIONASSESSMENT.......................................................................8
5.1 CULLINGOFOPTIONS..............................................................................85.2 KEYFEATURESSHORTLISTEDOPTIONS.........................................................9
5.3 PROSANDCONSASSOCIATEDWITHEACHOPTION.........................................9
5.3.1 OptionA..........................................................................................105.3.2 OptionB..........................................................................................10
5.3.3 OptionC..........................................................................................10
5.3.4 OptionD..........................................................................................105.3.5 OptionE..........................................................................................10
5.3.6 OptionF...........................................................................................105.3.7 OptionG..........................................................................................11
5.3.8 OptionH..........................................................................................11
5.3.9 OptionI...........................................................................................115.3.10 OptionJ...........................................................................................11
5.3.11 OptionK..........................................................................................115.3.12 OptionL...........................................................................................11
5.3.13 OptionM.........................................................................................12
5.3.14 OptionN..........................................................................................12
BandonRoadUpgradeProjectOptionsAssessmentValueManagementWorkshop-Report
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6 CREATIVEPHASE..............................................................................13
6.1 IDEAGENERATION...................................................................................13
7 JUDGEMENTPHASE..........................................................................14
7.1 IDEASRECOMMENDEDFORIMPLEMENTATION.............................................14
7.2 IDEASRECOMMENDEDFORINVESTIGATION.................................................14
7.3 IDEASDEEMEDTOBEIMPRACTICAL............................................................14
8 WORKSHOPOUTCOMES...................................................................15
9 ACTIONPLAN...................................................................................15
APPENDICESAppendix1 Listofparticipants
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1 Executivesummary
TheNSWGovernmentisfundingthedevelopmentofaroadnetworkstrategyinresponsetothedevelopmentoftheNorthWestGrowthCentre(NWGC),whichisexpectedtoexpandtoabout200,000newresidentsoverthenext20to30years.Thisriseinpopulationanddevelopmentwillgenerateasignificantincreaseintrafficinthearea.
RoadsandMaritimehasdevelopedaNWGCRoadNetworkStrategy,whichincludesaseriesofroadnetworkupgradestosupporttheexpectedgrowth.Theseupgradesarebeingdeliveredinthreekeyphases:short,mediumandlong-term,subjecttofundingavailability.
Theproposedshort-termworkincludesplanningfortheBandonRoadunderpassatRichmondrailwayline,VineyardandroadlinkbetweenWindsorRoadandRichmondRoad.
Inthemedium-termtheNWGCRoadNetworkStrategyaimstoprovidealternativeroutesforvehicles.BuildingtheBandonRoadconnectionbetweenWindsorRoadandRichmondRoadthatwouldprovideanadditionalrouteforvehiclestocrosstheRichmondrailwayline.ThiswouldassistinreducingcongestionalongGarfieldRoadandreducetraveltimesbetweenWindsorRoadandRichmondRoad.BandonRoadisalsoexpectedtoenhancethefloodevacuationaccessacrosstheNWGC.NWGCRoadNetworkStrategy-
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RMShasinvestigatedanumberBandonRoadcorridorupgradeoptionsinconsultationwithvariousstakeholdersincludingadjacentcouncilsandtheDepartmentofPlanningandEnvironment.
TheareabetweenWindsorRoadandRichmondRoadisconstrainedbyvariousfactors-utilities,floodproneareas,AboriginalandNon-Aboriginalheritagesites,environmentallysensitiveareas,etc.
TheValueManagement(VM)workshopwasconvenedtoengagewithkeyprojectstakeholderstoguidetheselectionofthepreferredcorridoroptiontobeadopted,whichwouldbefurtherrefinedduringtheconceptdesignanddetailedenvironmentalassessmentstage.
Thesessionwasusedtoconfirmthe“non-negotiables”regardingtheproject.Itenabledassumptionstobetestedandprovidedanopportunityforparticipantstofloatvalueenhancementproposalsforconsiderationandassessmentbythegroupasawhole.
TheindependentlyfacilitatedvaluemanagementandoptionsevaluationworkshopwasheldonThursday,17December2015,atMantraParramatta,ParkesStreet,Parramatta.
1.1 KeyoutcomesfromtheValueManagementworkshop
Havingcompletedtheworkshopprocessthefollowingoutcomes/agreementsemerged:
Ø ThegroupagreedthatintermsofthedifferentiatingfactorsforoptionsattheWindsorRoadend,itwaspreferredtowidentothesouthernsideoftheexistingBandonRoad.However,furtherinvestigationswouldbeundertakenduringthedesigndevelopmentprocesstooptimisethealignmentandtoaddvalue.
Ø TheparticipantsunanimouslyconfirmedOptionMasthegroup’spreferredoptiononthebasisoftheinformationdisseminatedanddiscussedattheworkshop.
Ø Itwasagreedthatoptionstominimiseenvironmentalimpactsatthewesternendofthealignmentwouldbeinvestigated.
Ø ItwasagreedthatRMSwouldcontinuetoworkwiththeDP&EandCouncilstointegratetheproposedalignmentwithprecinctplanningdirections.
Ø ItwasagreedthatthealreadyapprovedzoneplanningintheRiverstoneprecinctwouldbemodifiedinresponsetotheadoptionofOptionMasthepreferredupgradealignment.
Inthecourseoftheworkshop,thegrouplistedassumptionsbeingmadeasaresultoftheinformationpresented,theproposedoptionsandothermatters.Thesewerediscussedwithmanybeingclassifiedasfacts,orineffect-“mini-decisions”.RefertoSection4.3fordetails.
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2 Introduction
2.1 Workshopmethodology
Theworkshoputilisedastructuredprocesstoensurethatkeyissueswereidentifiedandthatthealignmentoptionultimatelyendorsedbythegroupbestmeetsessentialrequirementsandprojectobjectives.Theentiresessionwascharacterisedbyastrongcommitmenttoteamworkandcooperation.Theprocesswasfocussedondevelopingacommonunderstandingoftheestablishedstrategicobjectivesanduserrequirementssothatoptimumoutcomesareachieved.
Centraltothesuccessofthesessionwastheinclusionofkeyprojectstakeholders.ThelistofparticipantsisprovidedinAppendix1.
Theworkshopprocessconfirmedthe:
Ø workshopandprojectobjectives,andwentonto:
Ø testtheassumptionsbeingmade;Ø updateparticipantsonthealignmentoptionsavailable;and
Ø evaluatethoseoptions;Theprocessthenenabledparticipants:
Ø tosuggestideastoimprovetheendorsedalignment;
Ø tocreateanactionplantoensurethatthenecessaryactivitiesareundertakeninatimelymanner;andfinally
Ø toconfirmaseriesofrecommendations/agreementstoenabletheprojecttoproceed.
2.2 Workshopreport
Theinformationcontainedinthisreporthasbeendistilledfromthepreworkshopbriefingsandthedatageneratedduringthesession.Thereportseekstoprovideanoverviewoftheprojectandtooutlinetheworkshopmethodology.Itsummarisestheinformationpresentedbytheparticipantsanddescribestheprocessundertakentodeveloptheoutcomesandrecommendationsthatresulted.
Itisanticipatedthatthisdocumentwillprovideassistanceindeterminingthefinalprojectdirection,specificationandscopeandwillbeausefulreferencedocumentastheproject/designevolves.
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3 Informationphase
3.1 Welcome-SureshSurendran
Sureshwelcomedtheparticipantstotheworkshopandthankedeveryoneformakingthenecessarytimeavailable.
Hepointedouttheimportanceofhavinginputfromabroadrangeofstakeholderswithdisparateviews,sothattheoptionultimatelyadoptedwillbestsatisfycommunity,functionalandfutureneeds.
3.2 Theworkshopprocess–DeclanTierney
Declanoutlinedtheproposedworkshopmethodologyandencouragedthegrouptobeopenandforthcomingastheycontributetodiscussionsthroughouttheday.
Heexplainedthattimewasshortandthereforegettingthoughalltheitemsontheagendawouldbechallenging.Hecommittedtocompletingtheprocessasefficientlyaspossible.
3.3 Departmentofplanning(DoP)overview–EvelynIvinson
EvelynspokeabouttheDepartmentofPlanning’soverallapproachtolanduseandrelease.
ThegroupwasaskedtolistanyassumptionsasaresultofwhatEvelyndiscussed.TheseareincludedSection4.3.
3.4 Objectives,BackgroundandScope–YvonneTsukame
YvonneusedaPowerPointpresentationtobringparticipantsuptospeedregardingtheprojectobjectivesandbackground.SeeSections4.2&4.2.1.
3.5 Theavailableoptions–DamianGoulder
Damianusedanelectronicpresentation/sketchestooutlinetheavailableoptionsandtohighlightspecificaspectofthealignmentsunderconsideration.Thismaterialwasreferredtoregularlyduringtheworkshoptoprovidecontextandtoaddressqueries.
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4 Analysisphase
The“AnalysisPhase”oftheworkshopwasusedtogainanunderstandingoftheunderlyingissuesandconstraintswiththepotentialtoimpacttheoptionsbeingconsidered.Itenabledparticipantstoclarifyobjectives,toexpressconcernsandtomakesuggestionsregardingthestrategicalignmentspresented.
4.1 Workshopobjectives
Itisimportantthatparticipantsareinagreementregardingthepurposeofaworkshopandactivitiesthatwilldeliverthedesiredoutcomes.Thishelpsmaintainfocusduringdiscussionsandkeeptheprocessontrack.Preliminaryworkshopobjectiveswerecirculatedpriortothesessionandthesewerepresentedtothegroupfordiscussion/endorsement.
Itwasagreedthatpursuingthefollowinggoalswouldhelpachievethedesiredoutcome:Ø Toconfirmtheoverallobjectivesunderpinningtheproject.
Ø Toupdateparticipantsoncurrentstatusoftheproject.
Ø Tointroducetheoptionsinvestigated.
Ø Toidentifyissuesandconcerns.
Ø Toagreeatasetofselectioncriteriaagainstwhichtoevaluatetheavailableoptions.
Ø Toassesstherelativemeritsoftheoptionsagainsttheselectioncriteria.
Ø Togenerateideasastohowtheavailableoption(s)couldbeimproved.
Ø Toreachrecommendations/agreements
Ø Todevelopanactionplantoensurethatprojectmilestonesareachievedandthatworkshopoutcomesareimplemented.
4.2 ProjectObjectives
ItwasrecognisedthattheNorthWestGrowthCentreRoadNetworkStrategyobjectiveswerenotavailableforadjustment.Nonetheless,theywererevisitedtoensurethatallparticipantswereconversantwiththeirinclusionsandthattheoptionsunderreviewwerealignedwiththesestrategicgoals.Theyare:
Ø ProvidearoadnetworkwithintheNWGCtosupporttheGovernment’surbanlandreleasestrategyfortheNWGCthroughtheprovisionofincreasedroadcapacitytomeetexistingandfuturetrafficandtransportgrowth.
Ø ImproveroadandtrainusersafetybyprovidingtheinfrastructurenecessarytoultimatelyclosefourexistinglevelcrossingsatGarfieldRoadatRiverstone,northofKingStreetatRiverstone,BandonRoadatVineyardandLevelCrossingRoadatVineyard.
Ø ReducetraveltimesbetweenWindsorRoadandRichmondRoad.
Ø ReducethenumberofthroughheavyvehiclemovementsthroughandneartheRiverstonetowncentre.
Ø ReducecongestionanddelaysacrosstheGarfieldRoadraillevelcrossing.Ø ProvidealternativeroutestocrosstheRichmondraillineandimprovetraffic
flowefficiencyandreducedelaysduringincidents.
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Ø ProvideaStrategythatcatersforbusservicesacrosstheregion,contributestoincreasedbus(andrail)travelmodesharesandreducestherelianceonprivatevehicletravelastheNWGCexpands.
Ø Deliverbenefitsforpedestrians,cyclistandlessmobilepeopleintermsofaccessibility,connectivity,safetyandamenityaspartoftheshort,mediumandlongtermProgram.
Ø EnhancefloodevacuationaccessacrosstheNWGCconsistentwithSESNWGCfloodevacuationplanning.
Theobjectiveswerediscussedandwereconfirmedtobeasfollows:
4.2.1 Broadobjective
TheparticipantsconfirmedthatthecorridoroptionspresentedattheVMworkshophadbeendevelopedwiththesestrategicobjectivesinmind.Inaddition,thefollowingbroadobjectiveinrespectoftheBandonRoadupgradewasestablished,asfollows:Ø Toaddresscurrentroadnetworkcongestionandsupportresidentialand
employmentgrowthintheregion.
4.3 Assumptions
Thegroupmemberswereaskedtolistassumptionsbeingmaderegardingtheproposedoptionsandtheinformationderivedfromtheearlierpresentations.ThesewerethendiscussedbythegroupindetailandeachwascategorisedasbeingaFact,aWorkingAssumption,QuestionableorIncorrect.
Theresultsfollow:
4.3.1 Facts
Ø CurrentlytheBandonRoadprojectisfundedonlyforplanning.Ø TheDP&Elanduseandinfrastructureplanwillbeexhibitedinthefirsthalfof
2016.Ø TfNSWisdevelopingaroadframeworkforthewholeofSydneyandBandon
Roadwillbeidentifiedasoneofthefutureprojectsinthatstrategy.
Ø TheuptakeoflandwithintheNWGCisoccurringfasterthanoriginallythoughtandthereforeroadinfrastructureneedstomatchthatuptake.
Ø MarsdenParkPrecinctwasplannedfor10,000dwellingsbuttodateCouncilhasreceivedDAandpre-DAapplicationsfor17,000.
Ø BandonRoadbetweentherailwaylevelcrossingandWindsorRoadiscurrentlydesignatedaregionalroadandisexpectedtobecomeastateroadwhentheupgradeiscompleted.
Ø ThenecessarylandfortheupgradecanbeacquiredinMarsdenParknorthPrecinct.
Ø Landacquisitionsmayresultintheneedtochangelanduseplanningadjacenttothecorridor.
Ø ApreliminaryarchaeologystudyhasbeenpreparedonbehalfofDP&Ewhichwillbeusedtoupdatetheconstraintsmap.
Ø AboriginalheritageiscapturedintheexistingRMSarchaeologicalreportpreparedbyKelleherNightingale.
Ø Theupgradewillbefourlaneswithprovisionforsixlanesinthefuture.Ø Thedesignwillprovideforanintegratedtransportcorridor.
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Ø TheroadnetworkinvestigationisalignedwiththeDoPhousingprojections/analysisfortheNWGC.
Ø Thewidthofthecorridorthatwillbereservedwillhavethecapacityforupgradetosixlanes.
Ø Aminimumof18monthswillberequiredforacquisitions,andthiswillbeincorporatedintheprogramfordeliveringtheproject.
Ø TheRichmondrailwaylinemaybeduplicatedinthefuture(10to20years).Ø Theunderpassoftherailwaylinewillbedesignedwiththefutureduplication
oftheRichmondrailwaylineinmind.Ø TherewillbeanimpactonAboriginalHeritage,whichwillbemanagedthrough
theREF.
Ø TheroadcorridorwillbeincorporatedaspartoftheprecinctplanningforMarsdenParkNorthandVineyardPrecincts.
Ø TheroadcorridorwilltakeintoconsiderationincreaseddensityasindicatedbyBlacktownCityCouncil.
Ø Thisroadisnotaregionalfloodevacuationroute.Ø Theupgradeisnotbeingdesignedtobeabovethe1in100yearfloodlevelfor
itsentirelength.Ø FloodingandfloodstorageisamajorissueinthevicinityofBandonRoad/the
upgrade.Ø Someoptionsassumethatcurrentlyunapprovedfillingproposalswilloccur.
Ø Europeanheritageisnotamajorconstrainttoanycorridoralignment.
Ø TheM9corridoralignmentisnotcurrentlyknownbutisexpectedtobeknownpriortocommencementofconstructionofthisproject.
Ø WallaceRoadwillberealignedtoconnectwithRiverstoneParadeandHamiltonStreetasarationalised/improvedfloodevacuationroute.
4.3.2 Workingassumptions
Ø ItisproposedtoconstructBandonRoadwhentheNWGCdevelopmentreaches25%ofultimatepopulationcapacity,itisestimatedthatthiswillbein2021(subjecttoavailabilityoffunding).
Ø TheoriginallyplannedminimumnumberofdwellingsfortheNWGCistwoorthreetimeslowerthanthenumberthatislikelytobeconstructedbasedonpreviouslyreceiveddevelopmentapplications.
Ø Theroadwillhavenoimpactontheregional1in100yearfloodstorage.Ø PartofBandonRoadmaybeafloodevacuationrouteattheeasternendon
thebasisthatitwouldprovideaflood-freelinktothefloodevacuationroute.
4.3.3 Questionable
Ø ThedesignintentionofprovidingfourlanesupgradabletosixonBandonRoadwillneedtoberevisitedinlightofdevelopmentoccurringwithintheNWGCandbeyond.
4.3.4 Incorrect
Noneoftheassumptionslistedwerefoundtobeincorrect.
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5 OptionAssessment
Inthisphaseoftheworkshop,theparticipantswereaskedtoconsidereachoftheavailableoptionsinmoredetailinanefforttoidentifytheconfigurationthatbestmeetsprojectobjectives.
Onceagain,RMS’ssketchesanddrawingswerereferencedtoensuretheworkshopattendeeshadacommonunderstandingoftheproposalsunderconsideration.
Thegroupwasaskedtoconsidertheadvantagesanddisadvantagesassociatedwiththevariousoptionsunderinvestigation.Thiswasdonetoassistinnarrowingdownthelisttoarriveatthepreferredoptiontobetakenforward.WithregardtotheWindsorRoadendofthealignment,thegrouphadlittledifficultyinagreeingthepreferredalignmentastheoptionswerelimitedbytheconstraintsthatexist.Accordingly,thegroupendorsedwideningonthesouthernsideoftheexistingBandonRoad.Howeveritwasagreedthatfurtherinvestigationswouldbeundertakenasthedesignisdevelopedtoexploreoptionstofinetunethealignmenttoachievetheoptimumconfiguration.Next,theworkshopfocussedonassessingtheremainderofthecorridoroptions,essentiallythealignmentswestoftheRichmondRailwayLine,whichnumbered14intotal(optionsA–N).SeeSketchbelow.
5.1 Cullingofoptions
Theoptionswerediscussedregardingtheirperformancerelativetotheobjectivesthathadbeensetfortheproject.Thegroupagreedthatseveralwerenotworthyoffurtherconsideration,astheyfailedtomeetprojectrequirements/objectives.
Thegroupallocatedaratingof“0”tooptionsthatitwasagreedwouldbeexcludedfromfurtherassessment.Thoserated“1”wereconsideredtohavemeritandwereshortlistedforexaminationingreaterdetail.
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Option Outcome Rating
A Thisoptionwillbeconsideredfurther(deletedinfavourof 0OptionI).
B Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
C Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
D Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
E Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
F Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
G Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
H Thisoptionisnotpreferredduetopoorperformance 0relativetoobjectives.
I ThisoptionispreferredoverOptionA. 0
J ThisoptionispreferredoverOptionI. 1
K ThisoptionissimilartoOptionJ. 1
L ThisisapositivealignmentfromanRMSperspective. 1
M ThisisapositivealignmentfromanRMSperspectiveand 1addressessomeissueswithOptionL.
N ThisoptionisnotpreferredbyRMS. 0
5.2 Keyfeaturesshortlistedoptions
Theshortlistedoptionsweredeterminedonthebasisofthefollowingkeyattributes:Ø Requiresshorterbridges-lowercost.Ø MinimisesearthworksneartheTransGridsubstation.Ø ConnectstoanalreadyidentifiedintersectionatMarsdenPark.
Ø AvoidstheTransGrideasementonthesouthernside,therebyminimisingearthworksandfloodstorageimpacts.
Ø Hugsthe1in100yearfloodcontourwherepossibleandthereforeminimisesfillrequired
5.3 Prosandconsassociatedwitheachoption
Next,inordertodocumentthelogicassociatedwiththedeletionoftheoptionsmentionedaboveaswellastherationaleunderpinningtheshortlistingofoptionsandtheeventualrecommendationtothepreferredalignment,theparticipantsdiscussedtheadvantagesanddisadvantagesassociatedwitheach.
Theresultsfollow.
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5.3.1 OptionA
Pros/advantages Cons/disadvantages
• None. • Requiresextensivelengthofbridge(>1,200m).
5.3.2 OptionB
Pros/advantages Cons/disadvantages
• None.
• Segregationoflanduse.
• Curvedbridgeratherthanstraight.
• Worksbestwitharailwayoverbridge.
• ImpactsonVineyardRailwayStation.
5.3.3 OptionC
Pros/advantages Cons/disadvantages
• None. • Extensivecrossingofthefloodplain.
• Wouldnotmeetthearterialroadfunction.
• Requiresextensivelengthofbridge(>2500m).
5.3.4 OptionD
Pros/advantages Cons/disadvantages
• None. • Extensivecrossingofthefloodplain.
• Requiresextensivelengthofbridge(>2600m).
• Wouldnotmeetthearterialroadfunction.
5.3.5 OptionE
Pros/advantages Cons/disadvantages
• None. • Extensivecrossingofthefloodplain.
• Requiresextensivelengthofbridge(>1700m).
• Potentialsegregationoflandissues.
5.3.6 OptionF
Pros/advantages Cons/disadvantages
• None. • Extensivecrossingofthefloodplain.
• Requiresextensivelengthofbridge(>1800m).
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5.3.7 OptionG
Pros/advantages Cons/disadvantages
• AvoidstheTransGrideasement. • Heavilyreliantonadditionalfill(1,400m3above1%floodlevel).
5.3.8 OptionH
Pros/advantages Cons/disadvantages
• AvoidstheTransGrideasement. • Requiresalargequantityoffill(2,100m3)whichneedstobeoffset.
• Doesnotconnectwiththedevelopedareastothesouth.
5.3.9 OptionI
Pros/advantages Cons/disadvantages
• AvoidstheTransGrideasementtothesouthernsideminimisingearthworksandfloodstorageimpact.
• BridgerequiredunderneaththeTransGridlines.
5.3.10 OptionJ
Pros/advantages Cons/disadvantages
• HasaslightlymoredirectlinethanOptionKatthewesternend.
• PotentiallylessnoiseimpactsondevelopedareasoverOptionsLandM.
• LessimpactonprimedevelopmentlandoverOptionsLandM.
• BridgerequiredunderneaththeTransGridlinescomparedtoOptionM.
• HaspotentialAboriginalheritageissuesascomparedtotheParkRoadoptions(LandM).
• Createsaboundaryroadratherthanaspineroad.
• ProvidesalessdesirableconnectionatMarsdenParkcomparedtoOptionM.
• Createssmallsegregatedareas.
5.3.11 OptionK
Pros/advantages Cons/disadvantages
• SimilartoOptionJwithlessenvironmental/heritageimpacts.
• HasaslightlylessdirectlinethanOptionJatthewesternend.
5.3.12 OptionL
Pros/advantages Cons/disadvantages
• Bridgeislocatedatthenarrowestpoint.
• UtilisesanexistingcorridorofParkRoad.
• ProvidesalessdesirableconnectionatMarsdenParkcomparedtoOptionM.
• BridgerequiredunderneaththeTransGridlinescomparedtoOptionM.
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Pros/advantages Cons/disadvantages
• ProvidesmoredevelopablelandbyusingpartoftheexistingParkRoadcorridor.
• Co-ordinationofutilitieshasalreadyoccurredinParkRoad.
• ProximitytotheexistingschoolonParkRoad.
5.3.13 OptionM
Pros/advantages Cons/disadvantages
• Providesawiderpotentialopeningforthecreek.
• AvoidsconstructionunderTransGridcables.
• ConnectswithamoresuitableintersectionatMarsdenPark(therecentlyconstructedElaraBlvd).
• Overallastraighteralignment.
• Moredirectrouteandthereforemoreattractive.
• Providesabetterfloodevacuationcontribution.
• ImprovesnetworkefficiencyonRichmondRoad.
• SmallincreaseinearthworksoverOptionL.
• Someimpactonidentifiedareasofvegetation.
5.3.14 OptionN
Pros/advantages Cons/disadvantages
None. • ThisalignmentistothenorthoftheTransGrideasementwhichisnotsupportedbyRMS.
• Excessivevolumeoffillrequired.
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6 Creativephase
6.1 Ideageneration
Sections3,4and5ofthisreportsummarisetheoutcomesofthefirstthreestagesoftheworkshopprocess-theInformation,AnalysisandOptionAssessmentphases.Theunderstandingsthatweredevelopedandtheinformationsharedanddiscussedprovidedaplatformforageneralbrainstormingofideastoimproveprojectoutcomes.Theideaswerealsoaimedatachievingtheprojectobjectivesbearinginmindtheconstraintsandissuesdiscussedearlierintheworkshop.
Theparticipantswereencouragedtocomeupwithideasastohowproblematicissuescouldberesolved.Theywereaskedtobeaswide-rangingaspossibleintheirthoughtprocessestoensurethatdueconsiderationwasgiventoimprovinganyaspectsoftheproject.
Thegoalwastorecordanyidea,regardlessofitslikelihoodofbeingimplemented.Inotherwords,initiallytheobjectivewastocollectasmanyideasaspossiblewithoutsubjectingthemtoanyformofscreeningorjudgement.Thisoccurredwhentheflowofsuggestionshadceased.
Theideasgeneratedtogetherwiththegroup’sassessmentofeachareincludedbelow.
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7 Judgementphase
TheideasforoptionimprovementgeneratedintheCreativePhasewereassessedbythegroupintermsofpracticality,viabilityandcosteffectiveness.Eachideawasdiscussedandratedusingthefollowingcriteria. Recommendedforimplementation;
GoodIdea-needsfurtherinvestigation;orNotpractical.
Followingassessmentoftheidea,therationaleunderpinningtherankingwasarticulated.Theresultsofthediscussionfollow:
7.1 Ideasrecommendedforimplementation
“CANWE….?” Rationale Who/when
MakethelatestversionsofstudiesavailabletoRMSfromMarsdenParkNorthprecinct.
• WouldmakethelatestversionsofstudiesavailabletoRMSfromMarsdenParkNorthprecinct.
EvelynIvinsonJanuary2016
7.2 Ideasrecommendedforinvestigation
“CANWE….?” Rationale Who/when
RelocateOptionMslightlynorthatthewesternportion(retainthehingepointattheintersection).
• Thismayhelptominimiseenvironmentalimpacts–visual,Aboriginalheritageandthreatenedspecies(faunaandflora).
DesigndevelopmentteamOngoing
7.3 Ideasdeemedtobeimpractical
None.
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8 Workshopoutcomes
Havingcompletedtheworkshopprocessthefollowingoutcomes/agreementsemerged:
Ø ThegroupagreedthatintermsofthedifferentiatingfactorsforoptionsattheWindsorRoadend,itwaspreferredtowidentothesouthernsideoftheexistingBandonRoad.However,furtherinvestigationswouldbeundertakenduringthedesigndevelopmentprocesstooptimisethealignmentandtoaddvalue.
Ø TheparticipantsunanimouslyconfirmedOptionMasthegroup’spreferredoptiononthebasisoftheinformationdisseminatedanddiscussedattheworkshop.
Ø Itwasagreedthatoptionstominimiseenvironmentalimpactsatthewesternendofthealignmentwouldbeinvestigated.
Ø ItwasagreedthatRMSwouldcontinuetoworkwiththeDoPandCouncilstointegratetheproposedalignmentwithprecinctplanningdirections.
Ø ItwasagreedthatthealreadyapprovedzoneplanningintheRiverstoneprecinctwouldbemodifiedinresponsetotheadoptionofOptionMasthepreferredupgradealignment.
9 ActionPlan
Thegroupidentifiedthefollowingasadditionaltaskstopursue.
No Action Who When
1 ForwardthepreferredalignmenttotheprecinctplannersatameetingbetweenRMSandprecinctproponents
EvelynIvinson 31Jan16
2 InvestigatehowtheBandonRoadcorridormayconnecttothewidernetworkatthewestandeast
DamianGoulder 28Feb16
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Appendices
BandonRoadUpgradeProjectOptionsAssessmentValueManagementWorkshop-Report
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Appendix1Participants/apologies
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AttendeesOrganisation Participant RoleonprojectRoadsandMaritimeServices
PeterWilliams PrincipalManager,ProjectDevelopment
SureshSurendran SeniorProjectDevelopmentMgr DamianGoulder ProjectDevelopmentManager YvonneTsukame ProjectDevelopmentManager KaliGupta ProfessionalServicesContractor SherrisseCollard ProjectDevelopmentOfficer PhilipBrogan Advisor RoyNunes PropertyOfficer ShahKshitij Network&SafetyServices JamesSuprain Network&SafetyServices DraganStefanovski LeadRoadDesigner PhilipCampbell RoadDesignManager JenniferWarren EnvironmentOfficer AnthonyEland EnvironmentManager GregFlynn StrategicLandUse DorotaMears WHSPartnerDept.ofPlanning EvelynIvinson LandUse/PrecinctPlanningBlacktownCityCouncil NadeemShaikh Traffic&TransportManager RobertPeterson ForwardPlanningEngineer ZaraTai StrategicPlannerHawkesburyCityCouncil PhilipPleffer StrategicPlanningCoordinatorTransportforNSW KenAmegor ExternalInterfaceManager HendrikVanieperen TransportPlannerTransGrid LindaButler SeniorLandEconomistParliament KevinConolly LocalMP,RiverstoneTierneyPageKirkland DeclanTierney WorkshopFacilitator RobynThelander AssistantFacilitator
ApologiesOrganisation Participant RoleonprojectRoadsandMaritimeServices
GrahamChristy SeniorProjectManager
AndrewPopoff SeniorLandUsePlanner GordonFarrelly MgrNetworkOptimisation
Planning(Sydney) MichaelSheridan UrbanDesigner JosephFanous EnvironmentManager JohnBetts ProjectAssurance&
CoordinationManager EmmaBrindley-Hawke LiaisonManager JenniferGatt SeniorC&SEOfficerDept.ofPlanning BruceColeman Director,LandRelease MichaelWoodland ConsultantBlacktownCityCouncil FionaMcDermott NWGCPrecinctPlanningTransportforNSW TimDewey SeniorTransportPlanner
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