Barton Highway duplication - Roads and Maritime Services · Highway. 1.2 Background to the project 1.2.1 Project overview The Australian Government is funding the planning process

Barton Highway duplicationPreferred road corridor boundaries reportNOVEMBER 2011

RMS 11.116ISBN 978-1-922040-05-3

Quality control

Our reference 09089

Version number 8

Manidis Roberts Pty Ltd ABN 42 003 550 972

Level 9, 17 York Street, Sydney NSW 2000 | GPO Box 91, Sydney NSW 2001 T (02) 9248 9800 | F (02) 9248 9810 | [email protected] | www.manidisroberts.com.au

Date November 2011

Contents

1 Introduction 1 1.1 Purpose of this report 1 1.2 Background to the project 1

1.2.1 Project overview 1 1.2.2 Why do this now? 2

1.3 Study corridor 2 1.4 Consultation history 4

1.4.1 Consultation documentation 4 1.4.2 General consultation 5 1.4.3 PEI consultation 5

2 Project objectives 7 2.1 Regional transport needs 7 2.2 Safety 7 2.3 Traffic capacity 7 2.4 Future growth 8

3 Corridor constraints 9 3.1 Engineering and design constraints 9

3.1.1 Tie–in with existing infrastructure 9 3.1.2 Current road design standards 9 3.1.3 Access and interchange arrangements 9 3.1.4 Constructability and operational considerations 10

3.2 Environmental constraints 10 3.2.1 Aboriginal heritage 10 3.2.2 Non-Aboriginal heritage 11 3.2.3 Noise 11 3.2.4 Soil and water 11 3.2.5 Ecology 11 3.2.6 Visual amenity/landscape 11 3.2.7 Socio-economic considerations 12 3.2.8 Contaminated land 12 3.2.9 Additional assessment 12

4 Decision making process 13 4.1 Process 13 4.2 Output 14

5 Recent consultation activities 15 5.1 Summary of issues raised during recent consultation 15

5.1.1 Public display and information sessions 15 5.1.2 One–on–one discussions with property owners 16 5.1.3 Discussions with Aboriginal knowledge holders 16

6 Design refinements 17 6.1 16.0km to 16.5km from Canberra – curve improvement 17 6.2 20.5km to 20.8km from Canberra – Rolfe Road boundary adjustment 17 6.3 20.5km to 23.5km from Canberra – median width adjustment 17 6.4 22.1km to 23.0km from Canberra – removal of service road 17 6.5 24.0km to 27.0km from Canberra – change to proposed new carriageway location 18 6.6 31.0km to 33.2km from Canberra – adjusted alignment 18 6.7 31.6km to 31.9km from Canberra – Gooda Creek Road boundary adjustment 19 6.8 33.3km to 33.8km from Canberra – Vallencia Drive intersection adjustments 19 6.9 33.4km to 34.3km from Canberra – west side service road adjustments 19 6.10 34.3km to 35.0km from Canberra – Euroka Avenue interchange adjustments 19 6.11 34.6km to 36.0km from Canberra – east side service road changes 20 6.12 34.6km to 41.5km from Canberra – median crossovers near Murrumbateman 20 6.13 37.3km to 37.7km from Canberra – Murrumbateman Road overpass adjustment 20 6.14 38.8km to 39.2km from Canberra – Hillview Road overpass adjustment 21 6.15 39.9km to 41.3km from Canberra – boundary adjustment 21

7 The refined highway corridor 22 7.1 Description of refined highway corridor 22 7.2 Where to from here? 22

Appendix A – Overview of proposed road corridor 23

Appendix B – Barton Highway decisions matrix 63

Appendix C – Submissions report 81

Figures F igure 1.1 Barton Highway study corridor 3

Tables Tab le 1.1 Overview of issues raised by government agencies during preparation of the PEI 5

Barton Highway duplication Roads and Maritime Services

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1 Introduction

1.1 Purpose of this report The purpose of this report is to:

• Provide an overview of investigations and consultation undertaken to determine the road corridor boundaries for the future duplication of the Barton Highway between the Australian Capital Territory (ACT) border and the existing dual carriageway just south of the Yass River. The road corridor boundaries were submitted to Yass Valley Council for inclusion in the development of the council Local Environmental Plan (LEP) on 29 April 2011. This document reflects investigations and consultation from May 2010 to 29 April 2011.

• Document the process of evaluation in determining the road corridor boundaries for the future duplication of the Barton Highway. This includes identification of environmental constraints, community business and government stakeholder requirements, Aboriginal and European heritage issues and engineering considerations that have influenced the corridor selection process.

• Clearly describe the outcomes of the evaluation process, including:

– Identification of how the decision making process has considered issues raised by the community at or as a result of the public display of the proposed road boundaries and concept design held in late May 2010.

– Identification of how the decision making process has considered issues raised by the community or other stakeholders throughout the planning process

– Identification of how the decision making process has considered any environmental, heritage or other issues in determining the road corridor boundaries.

– A description of the preferred road corridor boundaries for the future duplication of the Barton Highway.

1.2 Background to the project

1.2.1 Project overview The Australian Government is funding the planning process for the future duplication of the existing single carriageway sections of the Barton Highway between the ACT border and the dual carriageways north of Murrumbateman. The Roads and Maritime Services (RMS) is managing the planning process.

In 2008, a 200 metre wide corridor was identified along which various studies and investigations would occur. The study corridor extends for about 32.5 kilometres from the ACT border to the southern extent of the Barton Highway’s existing dual carriageway arrangement about 7.4 kilometres southeast of Yass (refer to Figure 1.1).

Within the study corridor the Barton Highway is a single carriageway facility (one lane in either direction). It connects the dual carriageway south of the ACT border to the dual carriageway approximately 8.5km south of the Hume Highway. It generally follows the existing highway except for the bypass of Murrumbateman and the Gounyan curves deviation.

The Murrumbateman bypass follows the “outer eastern” route declared by the Australian Government in October 2001.

2 Barton Highway duplication Roads and Maritime Services

In 2009, Aurecon Australia Pty Ltd was engaged to carry out a preliminary environmental investigation of the corridor. The information gained from investigations and preliminary environmental studies was used to propose which side of the existing highway a new carriageway should be built and where the road boundaries should be located.

In 2010 the proposed road boundaries and concept design were placed on public display for comment. This community and stakeholder feedback has been used to refine the concept design and finalise the road corridor boundaries.

1.2.2 Why do this now? Determining road boundaries for future duplication of the Barton Highway is being undertaken for several reasons:

• To allow the RMS to identify properties impacted by the proposed road corridor boundaries and thereby provide the owners of those properties with certainty around the requirements for property acquisition that would be necessary to secure the road corridor.

• Give options to property owners directly affected by the project under the provisions of the Land Acquisition (Just Terms Compensation) Act 1991.

• Provide for the integration of the road corridor boundaries into Yass Valley Council’s Local Environmental Plan (LEP).

1.3 Study corridor The 200 metre wide primary study corridor was defined at the public display in May 2008. The Preliminary Environmental Investigation (PEI) involved an initial desktop investigation area of 500 metres either side of the centre line of the study corridor. Targeted environmental investigations were subsequently undertaken at areas of environmental sensitivity within the primary study corridor. Figure 1.1 identifies the study corridor for the proposed future duplication.


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Figure 1 .1 Barton Highway study corridor


1.4 Consultation history

1.4.1 Consultation documentation The future duplication of the Barton Highway has been the subject of various investigations over a number of years. Figure 1.2 provides an overview of the consultation undertaken regarding this proposed project. Communications material relating to the proposed future duplication of the Barton Highway is included on the RMS’s website:

http://www.rms.nsw.gov.au

Figure 1 .2 Barton Highway future duplication consultation overview

Item Timing Detail

Your property and RMS projects

January 2008 A general fact sheet that provides information regarding the process for acquisition of privately owned land by the RMS under the Roads Act, 1993 and the Land Acquisition (Just Terms Compensation) Act 1991 to provide new or better road infrastructure.

NB. An updated version of this document was issued in April 2011 with minor changes to some document references where these have changed or been updated.

Barton Highway Safety Review

February 2008 A document outlining the results of a review of road safety on the Barton Highway between the ACT border and the Hume Highway.

Display panel and flip chart

May 2008 The display panel provided details of the study corridor for the proposed future duplication. The flip chart provided the same information with a more detailed scale.

Information on the benefits of the proposed future duplication, upcoming planning activities, property acquisition process and timing and details of upcoming information displays were included.

Frequently asked questions and answers

May 2008 This FAQ sheet answered commonly asked community questions about the project including information on investigations being undertaken, the extent of the proposed study corridor, property acquisition process, commencement of construction works, commentary on noise attenuation measures and an overview of ‘where to from here’.

Information session and feedback form

May 2008 An information session (with the display panel and FAQ sheet as supporting information) was held in May 2008. The project team was in attendance to answer questions. The feedback form sought community comment on the proposed plans and what the community considered the key project issues were.

Frequently asked questions

October 2008 This FAQ sheet was a follow up to the feedback received from the May 2008 information display. This FAQ sheet answered commonly asked community questions about the project including information on construction staging, local and private access arrangements, consideration of immediate safety improvements, design treatments at specific intersections and noise attenuation.

Preliminary Environmental Investigation (PEI)

April 2010 This document details all investigations undertaken within the study corridor and identifies biophysical and social constraints. See section 3.1.2 below for more details.


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Item Timing Detail

Display of proposed road corridor and feedback form

May 2010 An information session (with the PEI, community update and FAQ sheet as supporting information) was held in May 2010. The project team was in attendance to answer questions. The feedback form sought community comment on the proposed road corridor boundaries and the proposed concept design, including specifically requesting feedback regarding intersection treatments.

Community update May 2010 The community update provided information on the proposed concept design and road boundaries and included maps of the Murrumbateman bypass and Euroka Avenue and Hillview Road interchanges. The community and stakeholders were invited to attend an information session and provide feedback about the proposal.

Frequently asked questions and answers

May 2010 This FAQ sheet answered commonly asked community questions about the project including access arrangements, intersection treatments and the property acquisition process.

1.4.2 General consultation Between mid 2009 and the May 2010 public display, various face to face consultations were held with Yass Valley Council staff, property owners who were directly affected by changes in access or by property impacts, other government departments, and Aboriginal knowledge holders. These consultations endeavoured to keep stakeholders informed about the project and to gain feedback for developing the concept design and road corridor boundaries. Since the May 2010 public display, there have been further meetings with property owners and stakeholders as the concept design, and therefore the road corridor boundaries, have been refined in response to feedback received.

During the development of the road corridor boundaries and concept design both formal and informal technical peer reviews (consisting of the project team and other RMS technical experts) of engineering proposals and design ideas has taken place to ensure the best possible outcome is achieved within the consideration of feedback received from all stakeholders.

1.4.3 PEI consultation The PEI was prepared in the period from late 2009 to April 2010. Consultation with government agencies was undertaken during this period. An overview of the issues raised by agencies and responses included in the PEI documentation is provided in Table 1.1. Consultation was focussed around information that agencies requested be included in the PEI.

Tab le 1.1 Overview of issues raised by government agencies during preparation of the PEI

Summary of issues raised

The Department of Industry and Investment (NSW Fisheries)

Include information in the PEI regarding:

• Potential impacts on aquatic species and habitat in the vicinity of the duplication.

• Roads and bridges to be designed to minimise habitat loss and be designed in accordance with Policy and Guidelines for Fish Friendly Waterway Crossings (2004) and Why Do Fish Need to Cross the Road? Fish Passage Requirements for Waterway Crossings (2004).

• Aquatic and riparian habitat conditions – particularly extent and condition of riparian and aquatic vegetation, water depth, and permanence of water flow and snags in the vicinity of the proposed duplication.

• Potential impacts of the proposed duplication on the aquatic environment (including potential water quality impacts and impediment to fish passage) and identification of management measures.

NSW Office of Water


Summary of issues raised

The general issues covered in correspondence from this agency included a requirement for the PEI to consider issues such as:

• Impacts on water supply and groundwater, including to groundwater dependent ecosystems and wetlands.

• The need for any in-stream works (such as waterway realignments, floodplain works or dam construction).

• Any impacts to waterway crossings.

Yass Valley Council

Indicated that they were in the process of undertaking a range of planning studies to inform the development of a new Local Environmental Plan for the local government area. While these were not of a stage that could be discussed, Council identified a number of studies that would be useful in the planning for the Barton Highway:

• Non Urban Land Study (on public exhibition); which makes recommendations for zoning and minimum lot sizes for rural land.

• Town and Villages Study; which would make recommendations for zoning and minimum lot sizes in existing villages.

NSW Department of Environment Climate Change and Water (DECCW)

Correspondence from DECCW generally focussed on the following issues:

• Construction phase noise, dust, water and waste management (including reference to applicable legislation and relevant guidelines).

• Process (including reference to applicable legislation and relevant guidelines) with regard to Aboriginal heritage management prior to and during construction.

• The need for the PEI to identify potential constraints to the proposed alignment associated with White Box Yellow Box Blakely’s Red Gum Woodland (an endangered ecological community).

Murrumbateman Landcare Group

Murrumbateman Landcare Group wished to remain informed of the project.


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2 Project objectives

2.1 Regional transport needs The Barton Highway (north of the ACT border) carries over 10,000 vehicles per day and is a significant road freight link between the Hume Highway and the ACT. Due to its proximity to Canberra, the highway has growing volumes of commuter traffic between Canberra and residential areas of Murrumbateman and Yass.

The Barton Highway, in the study corridor, is a two lane, single carriageway road. Due to the anticipated traffic growth in the area and its importance as a commuter link to Yass and Canberra, additional capacity may be required.

2.2 Safety The Barton Highway from the ACT border to the Hume Highway, comprises 32.5 kilometres of single carriageway and 8.5 kilometres of dual carriageway. The single carriageway section is mostly a two lane rural road with a number of overtaking lanes. Most of the highway has a posted speed limit of 100 km/h. A 1.4 kilometre section through Murrumbateman has 50 and 70 km/h speed limits.

The NSW section of the Barton Highway provides markedly different travel conditions from the section in the ACT and the adjoining Hume Highway dual carriageway. One of the aims of the future duplication is to provide consistent driving conditions with adjoining sections of dual carriageway.

The Barton Highway in NSW has a high accident rate. Between 2006 and 2010, there were 132 recorded crashes, resulting in 82 casualties (persons either injured or killed). Of these crashes 63 per cent were non-casualty crashes, 32 per cent were injury crashes and five per cent were fatal crashes.

The highway has an annual casualty rate of 0.32 crashes per kilometre on the single carriageway section of the highway, with the single carriageway section north of Murrumbateman having an annual casualty rate of 0.46 crashes per kilometre. The future Barton Highway duplication aims to reduce this crash rate.

Through Murrumbateman, the traffic on the highway is a mix of local, tourist, heavy vehicle and commuter traffic, as well as cyclists, pedestrians, buses and horse riders. The future bypass of Murrumbateman would separate this mix of local and through traffic to reduce conflicts between these users.

2.3 Traffic capacity Over the past 10 years, traffic volumes have been increasing by two to four per cent per annum. Traffic along the Barton Highway is expected to continue to increase, particularly through anticipated future development in the Murrumbateman and Yass areas. Without improvements, increasing traffic (both local and through traffic) may result in declining levels of service for vehicles, pedestrians and cyclists. This is particularly the case at intersections in and close to Murrumbateman.


2.4 Future growth The Yass Valley Council has carried out various studies to inform the development of their new Local Environmental Plan (LEP). The Draft Non-Urban Lands Study (2009) identified two potential locations for increases in residential density, within and adjoining the study corridor. One location is surrounding Murrumbateman on both sides of the existing highway. The other is to the west of the highway north of the ACT border.

The Towns and Villages Study (2010) identified future land release areas proposed for Murrumbateman and Yass. These land release areas were consistent with those identified in consultation with Council and have therefore been considered in the development of the concept design for the duplication.

Both of the studies with their respective public submissions were reported to the Yass Valley Council meeting of 15 December 2010. The Council resolutions as they affect the development of the dual carriageway concept design and corresponding road corridor boundaries were to:

• Adopt the Towns and Villages Study and forward it to the Department of Planning for endorsement. This resolution also included a further review of the area bounded by Murrumbateman Road, the Barton Highway, Patemans Lane, and Euroka Avenue as part of the development of a Murrumbateman Master Plan. This review will investigate the reduction in allowable lot sizes in this precinct. This has been considered in the development of the concept design.

• Transfer the existing 80 hectare minimum lot size that currently applies to rural land across the LGA to the new LEP. This was resolved to be an interim measure with the consultative process for further review to be determined by June 2011 and the planning proposal to be developed by December 2011.

The future Barton Highway duplication will provide improved access to development areas and provide increased traffic capacity.


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3 Corridor constraints

The extent of the proposed road corridor boundaries have been influenced by both engineering and environmental constraints. The following is a summary of those constraints that have shaped the proposed road corridor boundaries.

3.1 Engineering and design constraints

3.1.1 Tie–in with existing infrastructure The design of the road corridor boundaries for the future duplication has considered the relationship with existing road infrastructure along the entire length of the highway. Important impacts occur at the following locations:

• Dual carriageway at the ACT border (the current road geometry in ACT combined with other considerations necessitates that the proposed duplication be on the western side of the existing highway).

• Capricorn Corner project completed in January 2010 (the road geometry necessitates that the proposed duplication be on the western side of the existing highway at this location).

• The proposed bypass of Murrumbateman (the proposed duplication ties in to the south and north of the ‘outer eastern route for the Murrumbateman Bypass’ as announced by the Australian Government in October 2001).

• The Gounyan Curves realignment project completed in November 2011 (the road geometry necessitates that the proposed duplication be on the western side of the new section of Barton Highway.).

• The existing duplicated sections of the Barton Highway at the northern extent of the study area.

3.1.2 Current road design standards The proposed duplication has been designed to comply with current road design standards for dual carriageways. Factors influencing the road corridor boundaries in this regard include:

• Optimum horizontal alignment (bends) and vertical grades (hills).

• Access requirements for heavy vehicles to side roads. Access for B-doubles includes a 30 metre median width to provide adequate storage of these vehicles in the median crossovers prior to turning into a local side road. Where B-double access to local roads is not required, a median width would generally be 20 metres to cater for semi-trailers.

• Local property accesses not aligned with a median crossover are provided with left–in left–out turning arrangements.

• Access to the highway would not be more than approximately one kilometre in either direction from a median crossover location.

3.1.3 Access and interchange arrangements The following access and interchange related constraints have been incorporated into the proposed concept design and road corridor boundaries:

• The proposed at–grade intersection at Kaveneys Road and Anchow Hill Road requires sufficient road corridor width to cater for potential future upgrading of the intersection to a, grade separated interchange.


• Access to Murrumbateman includes two interchanges, one at Euroka Avenue and one at Hillview Road as well as direct access to Murrumbateman via an overpass generally on the Murrumbateman Road alignment.

• Local access road requirements, including access to Valencia Estate and McIntosh Circuit, via the existing highway (which would become a local access road). This has been developed to reduce conflicts between local and through traffic.

• At grade intersections for all other minor road intersections.

3.1.4 Constructability and operational considerations There are several constructability and operational considerations that have been incorporated into the design and therefore the road corridor boundaries, including:

• The need to win material from within the corridor to optimise the cut–and–fill balance for the project and minimise importation of fill material during construction. In many sections of the alignment the highway would be duplicated to the west of the existing alignment to maximise the cut–and–fill balance for the project. Specific areas targeted for winning road material include proposed cuttings at Kaveneys Road, Euroka Avenue and Hillview Road. Large cuttings require a wider road corridor.

• In addition to optimising the cut–and–fill balance, duplication of the highway to the west of the existing alignment is also preferred in order to improve construction efficiency. Construction efficiencies would be achieved by minimising the number of traffic switches required during construction. Minimal traffic switches would also have a benefit in terms of safety and road efficiency by minimising conflicts between construction vehicles and through traffic.

• Allow a 20 metre area from the toe of batter or top of cutting to the boundary of the road corridor. This would provide adequate access for maintenance activities and provide some flexibility in terms of improvements during detailed design and constructability requirements.

• Provision of adequate space for water quality control structures within the road corridor boundaries.

• The relationship of the proposed duplication with the quarry exclusion zone to the west of the existing highway at about chainage 26500. It is beneficial for the proposed future duplication design to wholly avoid the quarry exclusion zone.

3.2 Environmental constraints

3.2.1 Aboriginal heritage There are a number of Aboriginal heritage sites located within the study corridor. These include scarred trees, artefacts, potential archaeological deposits (PAD) and cultural sites. These sites form constraints for the future Barton Highway duplication.

Additional environmental assessment following the completion of the PEI was undertaken at two Aboriginal Heritage locations. Discussions between Aboriginal knowledge holders and the RMS were held regarding the two sites. These discussions identified that on closer inspection that one site was not of heritage significance, while site management options were identified for the second site.

The management options called for fill only works in the affected location. This has led to a lifting of the proposed vertical alignment at this location. Additionally, archaeological investigations will be required for areas proposed to be disturbed as a part of bridging structures on part of this length. These investigations will take place during future design and prior to completion of the environmental assessment for the detailed design.


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3.2.2 Non-Aboriginal heritage Five non-Aboriginal heritage sites were identified within the study corridor and form constraints for the future duplication. Two of these sites required further investigation to identify and clarify the impact that they have on the future duplication design. Dellwood House and Wattle Park Church have been the subject of two separate Statements of Heritage significance in 2010. These assessments have informed the selection of the alignment and road corridor boundaries north of the ACT border. A number of other sites may require further investigation to inform the detailed design process.

A Statement of Heritage Significance (SHS) was produced for each non–Aboriginal heritage site. The heritage assessments were used in the decision making process for the proposed alignment and road corridor boundaries. The SHS assessments were produced for Dellwood Homestead and Wattle Park Church. The sites are near the ACT and NSW border. Both sites are of local heritage significance and are a link to the early colonial settlement of the Hall area. The SHS assessments indicated that Wattle Park Church was of greater heritage value and in better condition than Dellwood Homestead. Additionally the Dellwood assessment indicated that the tanning vats and associated works were of more interest than the rammed earth dwelling itself. As both buildings could not be spared an impact the concept design shows the northbound carriageway impacting on Dellwood Homestead. Wattle Park Church and its curtilage is protected intact. Access to the church and adjacent private properties would now be via a new access opposite Church Lane. This means the original entrance to the church yard while protected from impact will be closed to vehicle movements.

3.2.3 Noise Road traffic noise from the future Barton Highway duplication has the potential to affect surrounding residences. It is anticipated that 79 sensitive receivers may experience noise levels above the relevant criteria. A combination of changes in traffic numbers, traffic speed and relocation of one or both carriageways as part of the future duplication all affect noise impacts. Provision within the road corridor boundaries has been made where noise shielding may be required.

3.2.4 Soil and water The main constraints for the future Barton Highway duplication related to soil and water were identified as existing drainage lines running parallel to the study corridor. The future duplication may alter drainage characteristics to pose risk of localised flooding, inundate the highway or affect flows to farm dams. Additionally ground water bores and farm dams within the proposed road corridor boundaries may be impacted. Detailed design will minimise or manage any impacts. Additional areas within the proposed road corridor have been provided for water quality control structures.

3.2.5 Ecology Within the study corridor, a number of vegetation communities/habitat types of ecological value have been identified. These include Blakely’s Red Gum–Yellow Box Woodland, Candlebark–Red Stringybark Woodland, derived native grasslands, and granite tors.

The vegetation communities and habitats within the study corridor support threatened mammals, birds, reptiles, bats and insects.

The future duplication seeks to minimise impacts on these vegetation communities and habitat types as far as practicable.

3.2.6 Visual amenity/landscape Three landscape character zones – open pasture/gentle slopes, undulating pasture/scattered trees, and settlement – were identified within the study corridor. In general landscape or visual amenity issues are not


considered to be constraints for the location of road corridor boundaries for the future Barton Highway duplication.

3.2.7 Socio-economic considerations The main socio-economic constraint to the future duplication is the viability of businesses such as farms, wineries, vineyards, and, to a lesser degree, tourism establishments. Further investigation, including consultation with affected property owners, would be required in order to better characterise the significance for each property. Impacts associated with the acquisition of properties would be further considered at future stages of the project development.

The Barton Highway duplication would affect access to individual properties and residential areas of Murrumbateman as well as community connectivity. Consideration has been given to the maintenance and enhancement of east-west connectivity across the future duplication in the Murrumbateman bypass section.

3.2.8 Contaminated land The investigation considered whether contaminated land from land use practices might pose a constraint to selection of a preferred alignment for the future Barton Highway duplication. A number of sites were identified within the study corridor as having the potential to be contaminated. However, it was concluded that these issues could be addressed through standard management practices. As such, contamination was not considered a constraint.

3.2.9 Additional assessment At this stage no further environmental assessment is required as a part of the road corridor boundary identification. Further environmental investigation, assessment and approval would take place alongside detailed design for the future construction of the Barton Highway duplication.


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4 Decision making process

4.1 Process The process undertaken to determine the design and road corridor boundaries for the proposed duplication of the Barton Highway has involved multiple stages.

Community consultation events (including consultation with Yass Valley Council) and one–on–one discussions with potentially affected property owners have occurred on multiple occasions during the development and refinement of the proposed duplication design. The outcomes of these events have, along with other information, informed design.

The preparation of a detailed PEI has identified environmental constraints within the study area that have also been considered during development and refinement of the design and road corridor boundaries for the project.

Since the community consultation activities in May 2010 the project team has undertaken the following decision making process to determine the preferred design alignment for the proposed project:

• Five multi-disciplinary team meetings to refine the proposed design based on additional information (PEI and one–on–one consultation with property owners).

• Participants in this process have reviewed information available to them and made decisions using a qualitative approach to determining issues and set priorities.

• Participants were conscious of the engineering needs of the project and managing identified engineering constraints such as providing optimum horizontal alignment and vertical grades. Other key considerations included:

– Maximising safety during construction by limiting the number of traffic switches required and the associated conflicts between through traffic and construction vehicles.

– Minimising the costs of construction through a general preference for duplication of the existing highway. Also through a general preference for duplication to occur on one side of the existing alignment resulting in less traffic switches and associated costs.

– Optimising the cut–and–fill balance for the project and avoid the cost of importing road building materials.

• A conservative approach to future–proofing of the design has also occurred, such as making provision for the future upgrade of an at–grade intersection at Kaveneys Road to a grade separated, interchange arrangement.

• The multi–disciplinary team have been conscious of areas of sensitive vegetation and other environmental constraints (refer section 3.2) when developing the vertical and horizontal alignment for the proposed project and have designed–out environmental impacts where possible.

• The significance of identified environmental constraints has been considered when developing the design.


4.2 Output The decision making process has resulted in the preparation of a decisions matrix (refer Appendix B) that identifies the issues and decision points that have driven the development and refinement of the design for each kilometre of the proposed alignment. Other influences on the design have also been noted in the issues matrix as ‘other points of note’.

The decisions matrix also identifies issues that would remain on the RMS’s register of issues for ongoing and future consideration. These issues require further detailed information or other decisions to be made before they can be closed–out for the purposes of confirming the design and road corridor boundaries.


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5 Recent consultation activities

5.1 Summary of issues raised during recent consultation

5.1.1 Public display and information sessions The proposed concept design and associated road corridor boundaries were refined in early to mid 2010 based on the results of the environmental investigations undertaken as part of the PEI process. The concept design and road corridor boundaries were placed on public display between 28 May and 25 June 2010. Information display days were held on Friday 28 May 2010, from 2pm to 8pm and Saturday 29 May 2010, from 9am to 2pm at the Murrumbateman Recreation Grounds Hall, Barton Highway, Murrumbateman.

As a result of the public display 110 submissions were received. A submissions report summarising the issues raised as a result of this consultation process is included as Appendix C. In summary, issues raised by the community included:

• One submission opposed the proposed project and suggested the Barton Highway be left as a local road. Further it suggested a duplicated highway be constructed to the west of Murrumbateman (and the existing highway) and that this duplication be undertaken in combination with a high speed rail link and be located within a corridor dedicated to all utility types (water, power, communications etc.).

• Fifteen submissions supported the proposed project and had no comments or suggested improvements to the current concept design and proposed road corridor boundaries.

• Six submissions considered that a western bypass of Murrumbateman would provide a superior project outcome.

• The main issue raised was the desire for additional on-loading and off-loading ramps. Locations mentioned included Hillview Road, Murrumbateman Road and Euroka Avenue for access when travelling to and from Canberra and Yass.

The concept design of the proposed project featured prominently in the issues raised in submissions. Public submissions also suggested that the additional on-loading and off-loading ramps could provide necessary access in the case of a medical emergency, fire or road accident.

Existing intersections at Hillview Road, Murrumbateman Road, McIntosh Circuit and Kaveneys Road were also raised as issues because of the design causing safety concerns to surrounding residents and road users when entering or exiting the existing highway.

Form letters were received calling for the provision of a Canberra bound on ramp and an off ramp from Canberra at Hillview Road.


5.1.2 One–on–one discussions with property owners Both before and after the May 2010 public display of the proposed road corridor boundaries the project team undertook direct consultation with those property owners along the alignment whose properties would likely be directly affected by the design. In summary, the issues raised by directly affected property owners included:

• The extent of property acquisition and impacts on the owners’ ability to subdivide.

• Altered access arrangements, including the need (or otherwise) for local access roads and median crossovers at property access points.

• Concern regarding safety of the design at some of the proposed intersections.

• Impacts to existing infrastructure on their properties (eg bores and dams).

• Environmental impacts (including heritage and vegetation).

• Impacts from the relocation of services through their properties.

5.1.3 Discussions with Aboriginal knowledge holders On site discussions with Aboriginal Knowledge holders were held in 2009 and again in September 2010 to more closely define areas of cultural sensitivity. These are outlined in section 3.2.1 above.


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6 Design refinements

The proposed concept design and road corridor boundaries displayed in May 2010 has been refined as a result of issues raised during the consultation process. The refinements identified below are within the study corridor and would be the subject of any future environmental assessment as part of the project’s approval process. Therefore, no further environmental investigations have been undertaken at this time and no refined or additional mitigation measures have been identified in addition to those identified in the PEI.

6.1 16.0km to 16.5km from Canberra – curve improvement The existing highway immediately north of the ACT border is a “compound curve” with varying radii along its length. The alignment of this curve has been refined to produce a curve design more in line with design requirements for a high standard dual carriageway road.

6.2 20.5km to 20.8km from Canberra – Rolfe Road boundary adjustment

The Rolfe Road alignment has been adjusted to bring it opposite Nanima Road. At the May 2010 display the road corridor boundary at Rolfe Road did not cover all of the proposed new Rolfe Road alignment. This has been corrected so that Rolfe Road is shown entirely within the proposed road corridor. There is therefore some additional impact on adjoining properties.

6.3 20.5km to 23.5km from Canberra – median width adjustment Between Nanima road (20.5km from Canberra) and Kaveneys Road (23.5km from Canberra) the median width was shown as 30 metres at each intersection but narrower in between. In order to improve the design alignment for road safety and constructability, the median width has been modified to be a consistent 30 metres over the entire length between the intersections. This has a minor property impact on the west side of the road between Rolfe Road and Boundary Lane. Between Boundary Lane and Tallawong Road the property impact of the main carriageways is slightly increased, but is offset by the removal of the service road in this location (see below).

6.4 22.1km to 23.0km from Canberra – removal of service road The service road between Boundary Lane and Tallawong Road has been removed. The service road was to the west of the proposed northbound carriageway. The service road connected to the proposed duplication at the location of a median crossover at Briarwood Lane.

Tallawong Road is currently fenced along the Barton Highway preventing access. Boundary Lane provides access for two properties. The subsequent traffic volumes did not warrant the construction of a service road almost one kilometre in length. Properties to the west of the dual carriageway would be able to access the dual carriageway via a left-in and left-out movement and use median crossovers at Briarwood Lane, Kaveneys Road and Nanima Road to change direction along the dual carriageway.

The removal of the access road reduces the road corridor width required for dual carriageway in this location and the overall project footprint.


6.5 24.0km to 27.0km from Canberra – change to proposed new carriageway location

The concept design identified the proposed northbound carriageway as being to the west of the existing highway between chainage 24,000 and 27,000 (north of Kaveneys Road). This alignment reduced construction traffic switches, protected the dwelling at chainage 25,500 and protected a small amount of native vegetation at chainage 24,500. However, duplication to the west of the existing highway impacted on a large amount of native vegetation between chainage 26,000 and 27,000. The western duplication at this location also placed the new carriageway within the exclusion zone required for blasting at the hard rock quarry off Kaveneys Road.

During consultation with the community and affected landowners it became apparent that a new carriageway on the eastern side of the existing highway would generally provide an improved outcome, although be somewhat more complex. Constructing the ultimate southbound carriageway on the eastern side of the existing highway has less impact on native vegetation. An eastern southbound carriageway at this location also places the road outside the blasting exclusion zone for the quarry. The provision of the carriageway east of the existing highway does impact on the home at chainage 25,500 however the owners have indicated that relocation of the dwelling away from the road is desirable. The current dwelling is acutely affected by road traffic noise. Finally a new carriageway to the east avoids major underground utilities.

A second carriageway on the eastern side of the existing highway providing for southbound traffic is now proposed between chainages 24,000 and 27,000. While the footprint is similar to the design displayed in May 2010 there is an improved outcome from a southbound carriageway on the eastern side of the existing highway. The proposed road corridor boundaries now reflect the altered design in this location.

6.6 31.0km to 33.2km from Canberra – adjusted alignment The concept design included a proposed service road wholly to the east of the existing highway for property access between chainage 32,400 and 33,000. The service road connected to the duplication via a median crossover at chainage 32,800. The design also proposed that the ultimate southbound carriageway use some of the existing highway but would predominantly stay to the east of the existing highway. This arrangement had a large impact on the native vegetation to the east of the existing highway and also impacted a number of small rural residential lots. Consultation with adjacent landowners identified a rural lot subdivision to the west of the existing highway at this location.

It is now proposed to provide dual carriageway predominantly on the western side of the existing highway between chainage 32,300 and 33,200. This allows the existing highway to form part of the service road to the existing small lots east of the proposed duplication thereby reducing the impact on those lots. The median crossover and new service road connection moves south to chainage 32,300 and now also provides access for the future western subdivision. The proposed configuration reduces the impact on native vegetation. The changed alignment also moves the carriageway away from existing dwellings reducing noise impacts on those dwellings. These refinements to the design have changed the location of the proposed road corridor boundaries. These same changes have also resulted in a slight adjustment of the proposed carriageways to the east between chainage 31,000 and chainage 32,300 in order to maintain a properly designed alignment.


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6.7 31.6km to 31.9km from Canberra – Gooda Creek Road boundary adjustment

In the vicinity of Gooda Creek Road the road corridor boundaries have been adjusted slightly from those shown at the May 2010 display. This has come about primarily due to a peer review of the design. The changes better reflect the differences in level between the existing highway and the proposed new carriageways and to better allow for the batter slopes this requires. The changes also reflect a slight movement of the alignment to the east as an improvement to the overall design detailed in section 6.6. The overall road footprint is slightly larger with slight impacts on some adjoining properties.

6.8 33.3km to 33.8km from Canberra – Vallencia Drive intersection adjustments

In the vicinity of Vallencia Drive the road corridor boundaries have been adjusted slightly from those shown at the May 2010 display. This has come about primarily due to a road safety review of the design. As the existing highway immediately south of Vallencia Drive will be a one way off ramp from Canberra, the final Vallencia Drive/off ramp/service road intersection design must be such that it is very difficult to travel the wrong way down the off ramp. While a specific intersection arrangement will not be designed until the detailed design stage of the project, sufficient room within the road boundaries has been provided to allow for such a design. This has increased the footprint of the road corridor.

6.9 33.4km to 34.3km from Canberra – west side service road adjustments

At the May 2010 public display the existing highway is shown as a service road between Vallencia Drive and McClungs Creek. After a peer review of the design, the alignment of the section between Vallencia Drive and Euroka Avenue has been revised to allow for a large cutting adjacent to the existing highway. This increases the footprint of the road corridor on the east side of the alignment.

6.10 34.3km to 35.0km from Canberra – Euroka Avenue interchange adjustments

As a result of community and stakeholder feedback as well as a peer review of the displayed Euroka Avenue interchange design, the interchange design and road corridor boundaries have been modified. The illustrated concept design now manages traffic in this area with two roundabouts on Euroka Avenue. One is at the Euroka Avenue/existing highway intersection and the other is at the Euroka Avenue/east side service road/Canberra on ramp intersection. The road corridor has been enlarged to support both the roundabouts and the potential need for on and off ramps to and from Yass respectively, and a potential off ramp from Canberra. It should be noted that although roundabouts have been shown at this location and are a reasonable option for the management of traffic, the final intersection layouts will not be determined until the detailed design phase of the project development.


6.11 34.6km to 36.0km from Canberra – east side service road changes

The concept design included a service road north of Euroka Avenue to the east of the existing highway and proposed duplication. The service road ran between chainage 34,600 and 36,000. This service road was proposed as a two-way local road to service property holdings east of the Barton Highway, north of Euroka Avenue. A service road was also proposed on the east side from Murrumbateman Road to the south to serve other property holdings.

The community consultation process and additional one-on-one discussions with affected landowners identified a number of access related issues for properties northeast of Euroka Avenue interchange. Concerns related to access to commercial properties, the safety of accessing commercial properties via dedicated turn lanes off the main carriageways, connectivity to the Murrumbateman village centre, and community connectivity generally. As a consequence the service road to the east of the proposed duplication is to be extended to connect Euroka Avenue to the service road south of Murrumbateman Road. These changes necessitate a small increase in the proposed road corridor footprint.

Some feedback questioned whether the existing highway between McIntosh Circuit and the Murrumbateman village was needed as a service road and whether it could therefore be used as one carriageway of the proposed dual carriageway. This was investigated. However, due to engineering design requirements for high standard duplicated roads, the impact on adjoining properties, and the desire to improve or maintain community connectivity where possible, this option was not seen as feasible.

6.12 34.6km to 41.5km from Canberra – median crossovers near Murrumbateman

At the May 2010 public display and other consultation on this project there were comments made regarding the lack of median crossovers between Euroka Avenue and Hillview Road interchanges and even as far as McClungs Creek. These median crossovers were for either general public access for U-turns or property access as well as for emergency vehicle access along the dual carriageway. As a result of this feedback, and also considering safety concerns with median crossovers for property access as mentioned in section 6.11, this entire length was reviewed to determine whether emergency vehicle crossover or emergency vehicle access from service roads was possible at reasonable intervals. The reviewed indicated that such access was possible, but that the exact location and nature of these access points should be determined in the detailed design phase of the project.

6.13 37.3km to 37.7km from Canberra – Murrumbateman Road overpass adjustment

From feedback received at the May 2010 public display and a review of project constructability, the alignment of Murrumbateman Road as it crosses the proposed duplication has been adjusted. The design of the road has been altered to provide safer stopping sight distances on Murrumbateman Road. It has also been changed to allow construction of the proposed Murrumbateman Road overpass away from the existing road to maintain traffic flow during construction. It is now proposed that the Murrumbateman Road overbridge be approximately 100m north of the existing Murrumbateman Road. The proposed change to the Murrumbateman Road overpass affects the road corridor boundary location and changes the project footprint along Murrumbateman Road and Dundoos Drive, but improves the road alignment for safer operation.


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6.14 38.8km to 39.2km from Canberra – Hillview Road overpass adjustment

The Hillview Road interchange design allowed for a full diamond interchange. However at the time of display it was not intended to construct on-loading and off-loading ramps south of Hillview Road. Instead these ramps would be added at a later date when development of Murrumbateman warranted.

A significant number of submissions from the community indicated that access and response times for emergencies and evacuations would be impaired if both sets of ramps were not constructed as part of the project. As a consequence it has been decided to include the construction of both sets of ramps as part of the proposed Hillview Road interchange. This design refinement has not required changed road corridor boundaries.

Peer review and community feedback of the proposed Hillview Road interchange indicated that the curve on Hillview Road west of the bridge was less than the desirable radius for safe intersection sight distance and Hillview Road operating speeds. As a consequence the alignment of Hillview Road has been adjusted. The bridge over the proposed duplication has moved to the north and is now on a slight angle. The benefits of the proposed layout now include a better curve alignment on Hillview Road west of the proposed duplication and the bridge can be constructed clear of traffic on Hillview Road. The proposed design has altered the proposed road corridor boundaries and slightly increased the project footprint. The curtilage of the heritage listed Hillview property has not been impacted by these changes.

6.15 39.9km to 41.3km from Canberra – boundary adjustment Throughout the consultation and design process there have been a variety of opinions expressed as to whether a Yass bound on ramp is better situated at the Hillview Road overpass or just south of McClungs Creek where the existing highway and the proposed Murrumbateman bypass merge. This discussion has taken place before, during and since the May 2010 public display. Both locations have advantages and disadvantages relating to traffic management, road safety, town planning for Murrumbateman village, and the timing of the detailed design phase of the project. For this reason the road corridor has been widened just south of McClungs Creek to ensure the land is reserved for this possible future on ramp location.


7 The refined highway corridor

7.1 Description of refined highway corridor As a result of further investigations and the consultation process undertaken to date, the proposed design for the future duplication of the Barton Highway has been further refined. The refined design and proposed road corridor boundaries are provided in Appendix A.

7.2 Where to from here? The proposed road corridor boundaries for the future duplication of the Barton Highway have been defined based on ongoing input provided by Yass Valley Council, government agencies and the local community over an extended period of time. Detailed environmental investigations have also informed the design.

Consultation with Yass Valley Council will continue and the proposed corridor will be incorporated into the land–use planning studies and local environmental plan currently being prepared by council.

Commencement of detailed design and construction of the proposed duplication is not proposed in the near future. At the commencement of detailed design and construction at some point in the future the road corridor boundaries may be altered. The future detailed design may need to accommodate future road safety design standards and potential changes in land–use or development adjacent to the road corridor. However these changes should be minimised as far as possible.

Based on the refined design, the future duplication of the Barton Highway has the potential to impact on the local community and the environment. The potential impacts of the proposed duplication would be assessed under the NSW Environmental Planning and Assessment Act, 1979 and the Commonwealth Environment Protection and Biodiversity Conservation Act 1999. The community, Yass Valley Council and government agencies would again be given the opportunity to comment on the proposed project as part of the environmental assessment and approval process.


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Appendix A – Overview of proposed road corridor

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PM64165.02/01HW 15 - BARTON HIGHWAY

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PROPOSED DUAL CARRIAGEWAY

16.0 km to 49.5 km North of Canberra

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0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

013_Sheet.dgn

"Capricorn"

27000

27500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

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duced b

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untitled

on

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K:\

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14_Sheet.dgn

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R.tbl

PenTable :

PlotDriver : 0910_

wide_P

DF_half_co

mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

014_Sheet.dgn

"Capricorn"

Telstra

28000

28500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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4 P

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K:\

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15_Sheet.dgn

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PenTable :

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mpressed.pltcfg

FilePath :

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75

DESIGN SOUTH WEST


PREPARED BY

CONCEPT


LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

015_Sheet.dgn

"Kerrale

e"

Jeir Station

Vineyar

d"Kerralee

"

Jeir Creek

28500

29000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

30/0

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011

at

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4:5

9 P

M

K:\

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16_Sheet.dgn

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R.tbl

PenTable :

PlotDriver : 0910_

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mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

016_Sheet.dgn

Casurina L

ane

Gooda Creek

Rest Area

29500

30000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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5:0

4 P

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K:\

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heets\0

17_Sheet.dgn

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PenTable :

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wide_P

DF_half_co

mpressed.pltcfg

FilePath :

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15.C

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

017_Sheet.dgn

"Harpley Park"

access to "

Warm

nda"

Access to "

Harw

ood"

&

30500

31000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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18_Sheet.dgn

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PenTable :

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DF_half_co

mpressed.pltcfg

FilePath :

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15.C

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

018_Sheet.dgn

Gooda Cre

ek R

d

"Silvervale" access

"Gooda Park"

"Goodavale"

Gooda Cre

ek

31500

32000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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5:1

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heets\0

19_Sheet.dgn

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PenTable :

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mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

019_Sheet.dgn

"Gooda Park"

"Towrang"

Gooda Creek

32500

33000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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K:\

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PenTable :

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mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

020_Sheet.dgn

"Mamre"

Valencia Estate

33000

33500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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at

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5:2

4 P

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K:\

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015515

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eport\S

heets\0

21_Sheet.dgn

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R.tbl

PenTable :

PlotDriver : 0910_

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DF_half_co

mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

021_Sheet.dgn

Euro

ka A

venue

34000

34500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

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heets\0

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PenTable :

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mpressed.pltcfg

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15.C

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

022_Sheet.dgn

"Barton Down"

MURRUMBATEMAN

McIntosh Circ

uit

35000

35500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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5:3

5 P

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K:\

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015515

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ns for

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eport\S

heets\0

23_Sheet.dgn

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OR

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PenTable :

PlotDriver : 0910_

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FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

023_Sheet.dgn

MURRUMBATEMAN

MURRUMBATEMAN

36000

36500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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at

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5:4

0 P

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K:\

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015\0

015515

CD

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eport\S

heets\0

24_Sheet.dgn

TE

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OR

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OL

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R.tbl

PenTable :

PlotDriver : 0910_

wide_P

DF_half_co

mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

024_Sheet.dgn

Telstra

Existing

Barto

n

High

way

MURRUMBATEMAN

Murru

mbate

man Roa

d

37000

37500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

y

untitled

on

30/0

9/2

011

at

3:5

5:4

5 P

M

K:\

Desig

n\0

015\0

015515

CD

0605\d

gn\1

10830_Pla

ns for

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n R

eport\S

heets\0

25_Sheet.dgn

TE

XT_S

UB

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OR

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PenTable :

PlotDriver : 0910_

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DF_half_co

mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

025_Sheet.dgnEsta

te

Dundoos

37500

38000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

y

untitled

on

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9/2

011

at

3:5

5:5

0 P

M

K:\

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015\0

015515

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ns for

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eport\S

heets\0

26_Sheet.dgn

TE

XT_S

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PenTable :

PlotDriver : 0910_

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FilePath :

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D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

026_Sheet.dgn

Hillvie

w R

oad

38500

39000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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5:5

5 P

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K:\

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ns for

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eport\S

heets\0

27_Sheet.dgn

TE

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PenTable :

PlotDriver : 0910_

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mpressed.pltcfg

FilePath :

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15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

027_Sheet.dgn

39500

40000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

y

untitled

on

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6:0

0 P

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K:\

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015\0

015515

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ns for

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eport\S

heets\0

28_Sheet.dgn

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PenTable :

PlotDriver : 0910_

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mpressed.pltcfg

FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

028_Sheet.dgn

40500

41000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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6:0

5 P

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heets\0

29_Sheet.dgn

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PenTable :

PlotDriver : 0910_

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FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

029_Sheet.dgn

41500 42000

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

y

untitled

on

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011

at

3:5

6:1

0 P

M

K:\

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n\0

015\0

015515

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ns for

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eport\S

heets\0

30_Sheet.dgn

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PenTable :

PlotDriver : 0910_

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FilePath :

0015.5

15.C

D.0

605



YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

030_Sheet.dgn

42000

42500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

y

untitled

on

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9/2

011

at

3:5

6:1

5 P

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K:\

Desig

n\0

015\0

015515

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ns for

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heets\0

31_Sheet.dgn

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PenTable :

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FilePath :

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15.C

D.0

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75

DESIGN SOUTH WEST


PREPARED BY

CONCEPT


LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

031_Sheet.dgn

Long Rail Gully Roa

d

43000

43500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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011

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6:2

0 P

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K:\

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015\0

015515

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eport\S

heets\0

32_Sheet.dgn

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PenTable :

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15.C

D.0

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

032_Sheet.dgn

Gounya

n R

oad

44000

44500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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6:2

5 P

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015515

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PenTable :

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D.0

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

033_Sheet.dgn

45000

45500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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untitled

on

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6:2

9 P

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015515

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34_Sheet.dgn

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PenTable :

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D.0

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YASS VALLEY COUNCIL



STATUS


0 100

SCALE 1:2500m

25 50 75


DESIGN SOUTH WEST


PREPARED BY

CONCEPT

LEGEND

Exist fence / gate

Approved Boundary

Exist building





and watercourse

034_Sheet.dgn

46000

46500

REGISTRATION NUMBER

0015.515.CD.0605

SHEET No.

A3 original

SCALES



30/09/2011

Pro

duced b

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on

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at

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6:3

4 P

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015515

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ns for

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eport\S

heets\0

35_Sheet.dgn

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YASS VALLEY COUNCIL



STATUS


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Chainage Existing carriageway proposed as

Considerations Future considerations

16-17km north of Canberra

Southbound carriageway.

Issues dr iv ing th e proposed corridor de f in i t ion

• The woodland in the travelling stock reserve exists on both sides of the existing road.

• A large footprint of disturbed area (existing rest area) on the western side of the existing Barton Highway is proposed to form part of the median of the future duplication.

• The current road geometry in the ACT combined with the heritage curtilage around Wattle Park Church as well as road design requirements dictated that the proposed second carriageway for the duplication be on the western side of the existing highway.

• Both Wattle Park Church and Dellwood House have been assessed and are of local heritage significance. At this stage the preference would be to avoid impacts to Wattle Park Church because of its higher level of heritage significance over Dellwood House.

• Due to the road safety implications of multiple median crossover points in close proximity access to properties would be provided via a median crossover at Church Lane (in NSW) and Victoria Street (just inside the ACT).

• A widened road corridor is proposed on the eastern side of the existing highway to meet road safety design requirements. The proposed corridor boundaries would avoid the heritage curtilage around Wattle Park Church.

• The proposed access to Wattle Park Church would be via a service road opposite Church Lane. This would minimise intersections at this location. The proposed access road would require a wider road corridor in this location for a short length.

Other po in ts of note

Services (utilities) are present in this area. Some services would be avoided and others would require relocation however, this is not likely to influence the proposed highway alignment or the location of the road corridor boundaries at this location.

The retention or removal of the tanning vats associated with Dellwood House to ensure appropriate preservation and/or recording.

Determine the need and location of a rest area to replace the rest area removed.

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Southbound carriageway.

Issues dr iv ing th e proposed corridor de f in i t ion

• Church Lane is proposed as an at grade intersection with median crossover to provide access to Wattle Park Church and adjoining properties.

• The proposed median width would be 20 metres at this location to provide access for 19m long heavy vehicles at Church Lane.

• A dam on the western side of the highway is included in the road corridor. This will be discussed further with the affected property owner in the detailed design.

• A widened road corridor is proposed on the eastern side of the existing highway (excluding the Wattle Park Church property) to meet road safety design requirements. The proposed corridor boundaries aim to avoid the heritage curtilage around Wattle Park Church.


• Services (utilities) are present in this area. Some services would be avoided and others would require relocation however, this is not likely to influence the proposed highway alignment or the location of the road corridor boundaries at this location.

• Minimise, to the extent possible, impacts to the native vegetation community present in this section and anticipate the need to offset the vegetation that would be removed by the project.

• There is an Aboriginal heritage constraint at this location (potential archaeological deposit). This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.

Need to define water quality controls adjacent to dam at chainage 17750 and the dam’s potential use during construction for water quality control purposes.


Southbound carriageway

Issues dr iv ing corridor de f in i t ion

• The proposed road corridor boundaries would cater for a median width of 30 metres in the vicinity of Spring Range Road (about chainage 18400) to provide B-double storage in the median crossover as requested by Council.

• A widened road corridor is proposed on the eastern side of the highway to meet road safety design requirements.


• Services (utilities) are present in this area. Some services can be avoided and others may require relocation. However this is not likely to influence the proposed highway alignment in this location.

• Pine trees currently located within the highway clear zone may be removed. However this does not influence the extent of the road corridor boundaries in this location.

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Issues d r iv ing co r r i do r def in it ion

• A widened road corridor is proposed on the eastern side of the existing highway to meet road safety, clear zone requirements and design standards.

• The highway would be duplicated to the west in this section to limit the requirement for traffic switching during construction, to improve construction efficiency.






• Sensitive vegetation communities (native woodland and derived grassland) on the eastern side of the existing highway would be avoided.

• The proposed road corridor boundaries would cater for a proposed median width of 30 metres to provide B double storage in the median crossover for access to Nanima Road (about Chainage 20500).

• A modified intersection for Nanima Road and Rolfe Road is proposed that would utilise a single median crossover located at Nanima Road. The modified intersection reduces the impacts on native vegetation at this location and the number of traffic conflict points.

• A widened road corridor is proposed on the eastern side of the existing highway to meet road safety design standards.

• A wider road corridor on the western side of the highway is required at this location to facilitate the realignment of Rolfe Road to the new intersection location.

• The highway would be duplicated to the west of the existing highway in this section to limit the requirement for traffic switching during construction, to improve construction. This arrangement would also minimise impacts to native vegetation.



• There is an Aboriginal heritage constraint at this location (potential archaeological deposit). This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.

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• The existing curves between chainage 21400 and chainage 22500 would be realigned to improve horizontal alignment. The proposed road corridor would be widened to the east in the vicinity of chainage 22000 to allow the proposed curve realignment.


• A 30 metre median width is proposed for a portion of this section (to chainage 21300) to provide for B double storage in the median crossover at Nanima Road.

• Road building material may be won from a cutting for the northbound carriageway.


Services (utilities) are present in this area. Some services can be avoided and others may require relocation. However this is not likely to influence the proposed highway alignment in this location.




• A review of the design displayed in May 2010 resulted in the removal of a proposed local service road on the west side between Boundary Lane and Tallawong Road. A median crossover, intersection and service road at Briarwood Lane is proposed.

• A widened road corridor is proposed on the eastern side of the existing highway to meet road safety design standards and allow for the proposed service road at Briarwood Lane. This service road serving one property is necessary due to the level difference between the property access and the level of the proposed new carriageways in this location.

• The highway would be duplicated to the west of the existing highway in this section to limit the requirement for traffic switching during construction, to improve construction efficiency and to maximise the cut–and–fill balance for the project.


• Services (utilities) are present in this area including power lines from about chainage 21700 to about chainage 23000. Some services can be avoided and others may require relocation however, this is not likely to influence the proposed highway alignment.

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• The proposed intersection at Kaveneys Road and Anchow Hill Road requires sufficient road corridor width to cater for potential future upgrading of the at-grade intersection to a full diamond, grade separated interchange (at about chainage 23500).

• The vertical alignment of the concept design is lower than the existing highway just south of Kaveneys Road to achieve safe stopping sight distances and appropriate grades. This would require a cutting at this location. Batters associated with the proposed cutting enlarge the proposed road corridor in this area.

• The allowance for a full diamond interchange (northbound and southbound off–ramps) has been designed to minimise, to the extent possible, impacts to native vegetation. This design requirement has influenced the extent of the proposed road corridor at this location.


• The highway would be duplicated to the west of the existing highway up to about chainage 23500. Between chainage 23500 and chainage 24000 the existing highway crosses the future median to become the future north bound carriageway. This is discussed further in the next section “24-25km north of Canberra”.

• A 30 metre median width has been provided at Kaveneys Road to provide B-double storage in the median crossover while Kaveneys Road remains an at grade intersection (as requested by Council).


• Minimise, to the extent possible, impacts to native vegetation in this section and anticipate the need to offset the vegetation that would be removed by the project.

• A pump and bore would be affected by the proposed road corridor boundaries. This does not affect the location of the proposed road corridor boundaries.

• Aboriginal heritage (potential archaeological deposit) exists in this section. This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.

Further investigation is required to determine the geology and the suitability as road making materials in this location.

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Northbound carriageway


• At the time of public display the proposed duplication was to the west of the existing carriageway. Community consultation has raised a number of issues with this alignment. The RMS has investigated and decided on duplication on the eastern side of the highway (between about chainage 23500 and about chainage 27500). The proposed road corridor boundaries would now:

– Avoid a large area of sensitive vegetation.

– Avoid a 400–metre quarry exclusion zone to the west of the existing highway at about chainage 26500.

– Minimise some utility impacts.

– Impact on a residence east of the highway at about chainage 25500.

– Require a larger quantity of fill material.

– May require additional traffic switches during construction.

• A widened road corridor is proposed on the western side of the existing highway to meet road safety design standards.


• Minimise, to the extent possible, impacts to sensitive vegetation present in this section and anticipate the need to offset the vegetation that would be removed by the project.

• Relocation of power lines would be required from about chainage 24000 to about chainage 26100.

• Aboriginal heritage constraints (artefacts) are located in this section. This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.

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• Commentary above for chainage 24–25km applies.

• A widened road corridor is required at about chainage 25800 on the western side of the highway to accommodate a property access realignment to a median crossover at Mundays Lane.

• Impact on a residence east of the highway at about chainage 25500.

• A widened road corridor is proposed on the western side of the existing highway to meet road safety design standards.


• A large number of services (utilities) are present in this area (including power lines). Some services can be avoided and others may require relocation. However this is not likely to influence the proposed highway alignment.

• Some Aboriginal artefacts within this section would be affected by the proposed highway design. They will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.

• Aboriginal heritage (potential archaeological deposit) exists in this section. This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.




• Commentary above for chainage 24–25km applies.

• The proposed second carriageway transitions from the eastern side of the existing highway to the western side between about chainage 26500 and 27000.

• A widened road corridor is proposed on the western side of the existing Highway to meet road safety design standards.


• Western duplication would affect an area of woodland on the western side of the highway.

• Services (utilities) are present within this section of the corridor. Some services can be avoided and others may require relocation however this is not likely to influence the proposed highway alignment or the location of the road corridor boundaries at this location.

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• The proposed future duplication of the highway to the west of the existing highway meets the required horizontal alignment design requirements needed to align the duplicated carriageway with the Capricorn Corner project completed in January 2010.

• The road boundaries at Capricorn Corner are currently set for the proposed future duplication.

• A widened road corridor is proposed on the western side of the road corridor chainage 27250 to provide a consolidated property access point and median crossover.



• Planted tree lines to the west of the existing highway will be impacted by the proposed future highway duplication.




• The proposed future duplication of the highway to the west of the existing highway meets the required horizontal alignment design requirements needed to align the duplicated carriageway with the Capricorn Corner project completed in January 2010.

• The current road boundaries at Capricorn Corner are appropriate for the proposed future duplication.




• It is proposed that Jeir Creek Bridge would be retained for the southbound carriageway if found suitable. (see note below)

• It is proposed that the at–grade intersection for Casuarina Lane have a median crossover with a median width of 20 metres.

• The proposed alignment and road corridor boundaries avoid Aboriginal heritage to the west of the existing highway and most native vegetation to the east of the existing highway.

• The proposed road corridor boundaries vary in width to cater for water quality control ponds in the vicinity of Jeir Creek and to avoid a large dam on the western side of the highway at about chainage 29750.


• Jeir Creek Bridge will be assessed for structural suitability as part of the detailed investigations for the duplication.

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• The proposed road corridor boundaries accommodate a median crossover at about chainage 30500 to provide access to multiple local properties.

• The proposed future duplication has been designed to avoid native vegetation on the eastern side of the existing highway.


Abandoned for new alignment of dual carriageway


• Between chainage 31000 and chainage 33000 two new carriageways are proposed in order to provide for an acceptable vertical and horizontal alignment and bridging of Gooda Creek.

• There is an Aboriginal heritage constraint in this section. The concept design has been adjusted to ensure appropriate protection measures are in place.

• A median crossover (width of 20 metres) and associated at–grade intersection at about chainage 31750 requires local widening of the road corridor to provide access to Gooda Creek Road and multiple local properties.


Service road for properties to the east of the existing highway


• The proposed alignment provides an improved horizontal alignment for corners located between about Gooda Creek Road and Valencia Drive.

• Following the public display in May 2010 and discussions with local property owners it is now proposed that future dual carriageway be built to the west of the existing highway. This avoids impacts on native vegetation and small lots. The existing highway would be retained as a service road for properties east of the existing highway. This allows the introduction of an at–grade intersection and median crossover at about chainage 32400 that would also service an approved large lot subdivision to the west of the existing highway. The corridor is approximately the same width however the impact of acquisition shifts from the east to the west away from the smaller lots.


• Services are present in this area. Some services can be avoided and others may require relocation however this is not likely to influence the proposed highway alignment.

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Northbound off loading ramp between chainage 33500 to chainage 34000 to Valencia Drive and Murrumbateman


• The existing highway is proposed to be the northbound off-loading ramp to Valencia Drive and Murrumbateman.

• The proposed road corridor boundaries reflect the need for two new carriageways to the east of the existing highway as part of the proposed future duplication.


• There is an Aboriginal heritage constraint (potential archaeological deposit) in this section. This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.


Service road for access to Murrumbateman


• The details of access to and from the duplicated highway into the residential areas of Murrumbateman had not been investigated in detail at the time of the May 2008 public display. Based on feedback received from that display, assessment of traffic data, consideration of the landforms in the area, impacts on adjoining properties, and consultation with Yass Valley Council the following access and interchange considerations and arrangements have been developed:

– A significant proportion of the Canberra bound traffic near Euroka Avenue has entered the highway from McIntosh Circuit (approximately 20 per cent and up to 25 per cent in the morning peak period). This traffic volume will continue to grow as the rapid residential growth of Murrumbateman continues. The opportunity for a grade separated interchange at McIntosh Circuit was investigated. However the significant property and residence impacts associated with this option were obvious very early in the consideration process. This option was therefore not investigated further.

– Feedback from the May 2008 public display also identified significant safety concerns with the McIntosh Circuit intersection.

– A review of the landforms in the area identified that Euroka Avenue may be a suitable location for an interchange that could be built to minimise property and residence impacts. It was also identified that if the existing highway was used as a service road, then this would enable McIntosh Circuit traffic to access this interchange and also enhance village amenity by separating local and highway traffic. An interchange at Euroka Avenue combined with using the existing highway as a service road into the village centre was developed in consultation with Yass Valley Council and incorporated into the design that was presented to the community in May 2010.

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– An off ramp to serve the Vallencia Drive area, and the use of the existing highway as a service road between Vallencia Drive and Euroka Avenue was also developed as part of the interchange and highway access arrangements. This was done to channel traffic from Vallencia Drive to the Euroka Avenue interchange rather than have an at grade intersection at Vallencia Drive.

– Following feedback from the May 2010 display, the Euroka Avenue interchange was further investigated to ensure that traffic flow could be managed in a reasonable manner, and to investigate options for an on ramp to Yass and an off ramp from Yass. The outcome is the concept design shown in Appendix A of the Preferred Road Corridors Boundaries Report. The roundabouts shown in this arrangement are indicative of a feasible arrangement. The final intersection designs will be determined at the detailed design stage of the project.

– Some feedback questioned whether the existing highway between McIntosh Circuit and the Murrumbateman village was needed as a service road and whether it could therefore be used as one carriageway of the proposed dual carriageway. This was investigated. However, due to engineering design requirements for high standard duplicated roads, the impact on adjoining properties, and the desire to improve or maintain community connectivity where possible, this option was not seen as feasible.

• Leading from the above the proposed road corridor boundaries in the vicinity of Euroka Avenue cater for a grade separated interchange and associated service roads on the western and eastern side of the proposed duplication.

• Euroka Avenue would pass over the proposed duplication, retaining Euroka Avenue as close as possible to its existing vertical grade line.

• The proposed Euroka Avenue road corridor boundary would:

– Assist in maximising the cut–and–fill balance improving the availability of materials for Highway construction by obtaining fill from the proposed cutting in this location.

– Have a wider road corridor to cater for the cuttings required by the grade separated interchange design.

– Provide adequate space for roundabouts or other intersection arrangements on both sides of the proposed duplication along the Euroka Avenue alignment to facilitate the management of traffic and the possible provision of a full diamond interchange if required.

• The proposed road corridor boundaries allow for service roads on the western and eastern side of the proposed duplicated Highway between Euroka Avenue and Murrumbateman Road.

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• In order to minimise the property impacts of constructing two new carriageways between Vallencia Drive and the diverge of the Murrumbateman bypass, the median width over this length has been reduced to 13m from the more usual 20m on other sections of the proposed dual carriageway.

• Road traffic noise from the future Barton Highway duplication has the potential to affect surrounding residences. Provision within the road corridor boundaries has been made where noise shielding may be required.


• Existing information indicated that there was a potential Aboriginal cultural heritage site in this general location. Consultation with relevant Aboriginal knowledge holders has confirmed that there is no indication of a cultural heritage site in this area.




• The May 2010 concept design showed a service road from Euroka Avenue to chainage 36km from Canberra and another from chainage 37km from Canberra to Murrumbateman Road. These were included in the concept design to provide property access separate to the main carriageways to avoid multiple closely spaced driveways accessing the main carriageways with the inherent safety issues this would create. In response to feedback relating to property access, road safety, access to the village, and community amenity, these two service roads have been connected to form a continuous service road from Euroka Avenue to Murrumbateman Road.

• The proposed road corridor boundaries allow for the service road on the eastern side of the proposed duplicated highway between Euroka Avenue and Murrumbateman Road.

• The proposed duplicated highway and eastern service road swing away from the line of the existing highway to the east at about chainage 36500 following the corridor declared for the Murrumbateman Bypass by the Australian Government in October 2001.


• Noise mitigation measures for the duplication corridor will be assessed in accordance with the Environmental Criteria for Road Traffic Noise guidelines. Possible noise attenuation measures have been allowed for in determining the road corridor boundaries.

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• At the May 2008 public display there was some discussion that access to the Murrumbateman village would be via a full diamond interchange at Murrumbateman Road. This option was considered along with current traffic patterns to and from the village and residential areas, future growth of the residential areas, noise, lighting and amenity impacts of interchanges on surrounding residences and access between east side residential areas and the village. It is now proposed that Murrumbateman Road will be an overpass only over the proposed dual carriageway (ie no direct access to the future duplicated Highway) with interchanges at Hillview Road and Euroka Avenue. This design better suits future development of the township as it places the interchanges at locations that will cater for further growth while meeting current access requirements.

• The proposed road corridor boundaries allow for the introduction of a service road on the eastern side of the proposed duplicated highway between Euroka Avenue and Murrumbateman Road. (see previous section)

• The proposed road corridor boundaries allow for realignment of Murrumbateman Road to improve the curve radii and bridge alignment and limit impacts on vegetation in this area. It also allows for the connection of Dundoos Drive to the realigned Murrumbateman Road.


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• The details of access to and from the duplicated highway into the residential areas of Murrumbateman had not been investigated in detail at the time of the May 2008 public display. Based on feedback received from that display, assessment of traffic data, consideration of the landforms in the area, impacts on adjoining properties, and consultation with Yass Valley Council an interchange was developed for Hillview Road. This interchange would cater for future development of Murrumbateman. The concept design shown at the May 2010 public display catered for a half diamond (to and from Yass) interchange with an option for a full diamond interchange at this location as the village grows. In response to feedback received a full diamond interchange is now proposed for the following reasons:

– To facilitate emergency management and village evacuation (the predominant fire front approaches from the northwest).

– To keep quarry trucks using Hillview Road and Murrumbateman Road out of the Murrumbateman township and also to better service the conference centre and wineries.

• As part of the overpass, Hillview Road will be realigned to the north to improve the curve west of the overpass and to improve sight distance at the proposed interchange.

• On the eastern side of the proposed highway, the design includes a bridle path to an equine underpass at about chainage 38500. The underpass would provide access to and from the equestrian facility and showground on the western side of the proposed highway duplication.

• The Aboriginal heritage constraint (potential archaeological deposit) in this section is present on both sides of the proposed highway This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.


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• A cutting is proposed north of Hillview Road to achieve desired vertical alignments for the highway and the Hillview Road interchange. This design requirement influences the extent of the proposed road corridor boundaries at this location.


• There is a high voltage power easement passing over the proposed Hillview Road interchange.

• There is an Aboriginal heritage constraint (known Aboriginal artefact) within the corridor boundaries in this section. This will require further assessment as part of the detailed design to determine the appropriate management requirements but it is not anticipated to affect the alignment.


Service road for access to local properties


• The proposed Highway alignment and road corridor boundaries tie in with the Gounyan Curves realignment project completed in November 2011.

• The road corridor boundaries allow for the option of providing the Yass on load ramp from the exiting highway alignment at about 41500 instead of at Hillview Road. This will be decided during detailed design.


Abandoned due to sub standard alignment and poor accident history


• The proposed highway alignment seeks to minimise impacts to sensitive vegetation at about chainage 42600.

43-47 km north of Canberra

Abandoned due to sub standard alignment and poor accident history


• The proposed road corridor boundaries for the future duplication are determined by the Gounyan Curves realignment project in this location.




• The proposed highway alignment and corridor boundaries tie in with the existing duplicated section of the Barton Highway.


A wider road corridor on the western side of the existing highway would be required to meet road safety design standards and vertical alignment design requirements.

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General comments

Genera l comments

• Access arrangements for local roads that currently exist or that may be required by future development along the proposed highway alignment would be considered as part of further design development.

• A range of road corridor widths were examined for highway duplication in a similar landscape with similar design considerations. This examination allowed designers to test the validity of the road corridor widths proposed for the future Barton Highway duplication. The Hume Highway duplication road corridor widths included:

– Tarcutta duplication project – 113 metre average, 90 metre minimum.

– Kyeamba duplication project – 101 metre average.

– Little Billabong duplication project – 153 metre maximum, 90 metre minimum.

– Yarra Yarra duplication project – 120 metre average, 90 metre minimum.

• It is proposed generally to allow 10 metres from the toe of batter or top of cutting to the road corridor boundaries where no other design features are required. This would provide adequate access for maintenance activities and provide some flexibility in terms of realignment, detailed design and constructability requirements.

• The proposed road corridor boundaries allow for water quality control structures to be included.


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Appendix C – Submissions report

Barton Highway duplicationPreferred road corridor boundaries submissions reportNOVEMBER 2011

RMS 11.116ISBN 978-1-922040-05-3

Quality control

Our reference 09089

Version number 6

Manidis Roberts Pty Ltd ABN 42 003 550 972

Level 9, 17 York Street, Sydney NSW 2000 | GPO Box 91, Sydney NSW 2001 T (02) 9248 9800 | F (02) 9248 9810 | [email protected] | www.manidisroberts.com.au

Date November 2011

Contents

Executive summary i

1 Introduction and background 1 1.1 Purpose 1 1.2 The proposed project 1 1.3 May 2010 Public Display documentation 2

2 Responses to issues 3 2.1 Overview of issues raised 3 2.2 Design features 3

2.2.1 Interchanges and overpasses 3 2.2.2 Intersections 6 2.2.3 Lane design and rest areas 7 2.2.4 Surrounding roads 8 2.2.5 Western bypass of Murrumbateman 9

2.3 Environment 10 2.3.1 Biodiversity 10 2.3.2 Community amenity 11 2.3.3 Noise 12

2.4 Property 12 2.4.1 Property 12

2.5 Other issues 13 2.5.1 Other issues 13

3 Conclusion 15

List of appendices Appendix A – Tab le o f respondents


1

1 Introduction and background

1.1 Purpose This submissions report has been prepared to summarise the issues raised by the community in formal submissions in response to the public exhibition of the draft road corridor boundaries for the proposed duplication of the Barton Highway between the ACT border and the southern extent of the existing dual carriageway about 8.5 kilometres south of the interchange with the Hume Highway. The report also provides responses to the issues raised.

Information displays detailing the road corridor boundaries proposed were held at the Murrumbateman Recreation Grounds Hall, Murrumbateman on the following dates:

• Friday 28 May 2010, from 2pm to 8pm.

• Saturday 29 May 2010, from 9am to 2pm.

Project team members were in attendance at these displays to discuss the project and gain feedback. The proposed road corridor boundaries were also on display until Friday 25 June 2010 at the following locations:

• Murrumbateman Library, The Old School House, Murrumbateman, Saturdays from 10am to 1pm.

• Yass Valley Council, 209 Comur Street, Yass, Monday to Friday from 8.30am to 5pm.

1.2 The proposed project The Barton Highway, north of the ACT border carries 8000 to 10,000 vehicles per day. The route is a significant road freight link between the Hume Highway and the ACT and is experiencing growing volumes of commuter traffic.

The Australian Government is funding the planning process for the future duplication of 32.5 kilometres of the Barton Highway, including the bypass of Murrumbateman. The 200 metre wide primary study corridor at was defined at the public display in May 2008.

In summary, the concept design for the proposed duplication of the Barton Highway that was displayed in May 2010 includes:

• ACT to Vallencia Drive – predominantly one new carriageway using the existing highway as the proposed second carriageway.

• Vallencia Drive to three kilometres north of Murrumbateman – two new carriageways east of the existing highway, with the existing highway as a west side service road between Vallencia and Murrumbateman Road. Properties on the east side gained access via service roads from either Euroka Avenue or Murrumbateman Road.

• Three kilometres north of Murrumbateman to the dual carriageway 8.5 kilometres south of the Hume Highway – one new carriageway using the existing highway (including the Gounyan Curves project) as the other carriageway.

This concept design was used to identify the proposed boundaries required for the future road corridor. The proposed access arrangements for Murrumbateman were included in the public display in May 2010:

• The overpass at Hillview Road had an on-loading ramp to Yass and an off-loading ramp from Yass to Murrumbateman.


• The overpass at Euroka Avenue had an on-loading ramp to Canberra and provided east-west village connection.

• An off-loading ramp to Murrumbateman was located south of Vallencia Drive for northbound traffic.

• An overpass of the highway for Murrumbateman Road provided east west village connection.

• A service road using the existing Barton Highway between Vallencia Drive and Hillview Road provided access to and from Murrumbateman for local traffic.

• A service road north of Euroka Avenue provided access for local properties from Euroka Avenue.

• A service road south of Murrumbateman Road provided access for local properties from Murrumbateman Road.

Other proposed intersections treatments along the proposed duplication include:

• T-intersections for local roads with median crossovers supporting appropriate heavy vehicle access.

• Left in-left out access for some private properties with u-turn provision at nearby intersections and regular median crossovers. Median crossovers have been spaced at regular intervals to improve traffic safety and local access requirements.

1.3 May 2010 Public Display documentation Supporting documentation provided at the public exhibition included:

• Five display panels graphically showing the concept design and the proposed boundaries

• Preliminary Environmental Investigation (April 2010) (PEI) outlining environmental constraints along the study corridor.

• Barton Safety Review (February 2008)

• Community Update (May 2010)

• Frequently Asked Questions and Answers (May 2010)

• Your Property and RMS Projects (January 2008)

These documents are available on the RMS website at:

http://www.rms.nsw.gov.au


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2 Responses to issues

2.1 Overview of issues raised A total of 110 submissions were received from the public in response to the May 2010 exhibition of the proposed road corridor boundaries and concept design.

Each submission has been reviewed and issues raised in each of the submissions have been categorised and summarised as part of the review process. Responses to the issues raised have also been provided. Where similar issues have been raised in different submissions, only one response has been provided. The issues raised and the RMS’s response to these issues forms the basis of this chapter.

To protect the privacy of those making submissions each respondent has been allocated a submission number. A table showing how their issues have been identified and addressed is included as Appendix A.

The following provides a brief summary of the issues raised in the submissions:

• One submission opposed the proposed project and suggested the Barton Highway be left as a local road. Further it suggested a duplicated highway be constructed to the west of Murrumbateman (and the existing highway) and that this duplication be undertaken in combination with a high speed rail link and be located within a corridor dedicated to all utility types (water, power, communications etc.).

• Fifteen submissions supported the proposed project and had no suggested improvements to the current concept design and proposed road corridor boundaries.

• Six submissions considered that a western bypass of Murrumbateman would provide a superior project outcome.

• The main issue raised was the desire for additional on-loading and off-loading ramps for access when travelling to and from Canberra and Yass. Locations for the on-loading and off-loading ramps included Hillview Road, Murrumbateman Road and Euroka Avenue.

The concept design of the proposed project featured prominently in the issues raised in submissions. Public submissions also suggested that the additional on-loading and off-loading ramps could provide necessary access in the case of a medical emergency, fire or road accident.

Existing intersections at Hillview Road, Murrumbateman Road, McIntosh Circuit and Kaveneys Road were also raised as issues due to safety concerns for surrounding residents and road users when entering or exiting the existing highway.

2.2 Design features

2.2.1 Interchanges and overpasses

Submission number(s) 1, 4, 7, 9, 10, 14, 17, 18, 21, 22, 27, 28, 30, 31, 32, 37, 38, 39, 41, 42, 44, 46, 50, 55, 59, 63, 66, 67, 68, 69, 72, 73, 76, 78, 80, 83, 85, 91, 94, 97, 98, 100, 102 and 106.

Issue description Submissions suggested the proposed duplication would increase traffic volumes using Murrumbateman Road, Hillview Road and Euroka Avenue. As a consequence the concept design should include additional on-loading and off-loading ramps at locations including Murrumbateman Road, Hillview Road and Euroka Avenue for road users travelling to and from Canberra and Yass. It was suggested the additional ramps at Hillview Road should be a construction priority rather than awaiting further residential development in Murrumbateman.


Submissions also requested consideration of an overpass and interchange at both Kaveneys Road and Murrumbateman Road. It was suggested that the interchange at Murrumbateman Road would avoid or minimise traffic congestion at Euroka Avenue and prevent traffic travelling through Murrumbateman village to access the duplicated Barton Highway. An underpass at Vallencia Drive instead of Euroka Avenue (overpass) was also suggested in the submissions.

Summary of issues 1. Murrumbateman Road

a. The Murrumbateman and Yass area is a growing tourist destination and residential area with increasing traffic volumes. Submissions suggest the addition of on-loading and off-loading ramps at Murrumbateman Road.

b. Maintain planned Murrumbateman overpass to ensure road users have easy access to the village.

c. An overpass at Murrumbateman Road is essential for coastal traffic to pass through the village, as the Euroka Avenue overpass would create traffic congestion.

2. Hillview Road

a. Submissions suggest the proposed project should have the south facing on-loading and off-loading ramps at the Hillview Road interchange for road users travelling to and from Canberra constructed as part of any initial project construction rather than later.

b. Without south facing on-loading and off-loading ramps at Hillview Road heavy vehicles including quarry trucks would travel through Murrumbateman village. The absence of these ramps would cause safety issues including limiting the evacuation of residential areas in a major bush fire event (only one escape route otherwise) and emergency vehicles would not be able to easily reach road accidents within the bypass length. Ramps should be installed during any initial construction of the project.

3. Euroka Avenue

a. Consider the addition of south facing ramps and north facing ramps at Euroka Avenue for on-loading and off-loading.

b. Consider an off-loading ramp at Euroka Avenue for northbound traffic.

c. An underpass at Vallencia Drive should be considered instead of an overpass at Euroka Avenue.

4. Kaveneys Road

a. Consider a full diamond interchange for Kaveneys Road with north facing ramps and south facing ramps.

b. Kaveneys Road intersection needs to be improved to cater for quarry trucks and other heavy vehicles.

Issues response Access to and from the highway and Murrumbateman has been considered holistically for those wishing to access the town from the north or south or from Euroka Avenue, Murrumbateman Road or Hillview Road. The new access arrangements also anticipate the future residential growth of Murrumbateman.

1. Murrumbateman Road

a. There were indications at the May 2008 public display that Murrumbateman Road may be a possible location for provision of a full diamond interchange. The community raised concerns with this option including noise, street lighting and visual impacts on local residents, especially in Dundoos Estate. The interchanges for the village have been moved away from this location to Hillview Road and Euroka Avenue. Murrumbateman Road will now serve as an overpass only. The proposed road corridor boundaries at this location make provision for the realignment of Murrumbateman Road to provide for


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the introduction of a bridge over the proposed duplicated highway and for access to Dundoos Estate via Dundoos Drive and the proposed service road between Euroka Avenue and Murrumbateman Road.

b. The Murrumbateman Road overpass will provide grade separated vehicle, cycle, and pedestrian access from subdivisions east of the proposed dual carriageway into the village centre.

c. Seasonal coastal traffic will exit to dual carriageway at Hillview Road, travel through the village and then turn down Murrumbateman Road to travel to the coast. This may also provide passing trade for village businesses.

2. Hillview Road

a. A southbound on-ramp and northbound off-ramp connecting to Hillview Road were allowed for in the initial concept but would not be constructed until development in the area warranted their construction. Following community consultation in May 2010 it is considered that construction of all elements of the full diamond interchange would substantially improve access between Murrumbateman, Yass and Canberra. Equally substantial benefits are gained in terms of emergency management with better emergency vehicle access to the highway and better fire evacuation of Murrumbateman and surrounds.

b. See note a.

3. Euroka Avenue

a. The proposed road corridor boundaries at Euroka Avenue now allow sufficient space for the provision of a full diamond interchange if future design considerations deem this to be necessary. The proposed road corridor boundaries also allow sufficient room for the interchange to interact with proposed local service roads. The proposed arrangement provides access to Valencia Drive, the existing Barton Highway (proposed local road) and a service road east of the proposed highway between Euroka Avenue and Murrumbateman Road. Roundabouts are shown as one possible arrangement for the intersection at this location. These are based on designs on the Pacific Highway that cater for much larger volumes of traffic than anticipated at the Euroka Interchange in the foreseeable future. Congestion issues have been considered and will be further investigated in the detailed design.

b. Access to Murrumbateman from Canberra is via a northbound off-ramp immediately south of Valencia Drive using the existing Barton Highway (which is proposed to become a local access road). Sufficient space within boundaries has been allowed to ensure a safe intersection design at Valencia Drive/off ramp/Service Road intersection. If future design considerations determine that this off ramp may be better situated at Euroka Avenue, the proposed configuration at Euroka Avenue allows for this to occur. See also note a.

c. An overpass at Euroka Avenue would take advantage of the natural landforms and a highway cutting required as a result of a change (lowering) in the highway’s vertical alignment to improve sight distance and grades approaching this location. An underpass at Valencia Drive would require some level of building up the road corridor to gain the necessary road level differences. This can increase noise projection as well as increasing visual and amenity impacts. There may also be drainage difficulties with an underpass at this location.

4. Kaveneys Road

a. The proposed design that was displayed provided for an at-grade intersection with a median crossover providing northbound and southbound access at this location for vehicles using Kaveneys Road or Anchow Hill Road. However, the proposed road corridor boundaries make provision for a future full diamond, grade separated interchange at this location should it be required. Further assessment of this issue will take place during detailed design.

b. The intersections arrangements currently existing are under review to identify possible improvements.


2.2.2 Intersections

Submission number(s) 5, 11, 13, 20, 29, 30, 33, 34, 36, 44, 47, 58, 60, 66, 71, 77, 103 and 110.

Issue description A number of intersections were identified as needing improvement such as Kaveneys Road, Hillview Road, Murrumbateman Road, Euroka Avenue and McIntosh Circuit. There were also suggestions to include full diamond interchanges to and from the Barton Highway at some of the intersections as addressed in section 2.2.1.

Summary of issues 1. McIntosh Circuit intersection needs immediate attention as well as Hillview Road intersection, as there is no

area to pull over or break down.

2. Include 'all ways' intersection in the proposed project at Hillview Road.

3. Better intersections where Kaveneys Road (Boral Quarry access) and Murrumbateman Road meet the Barton Highway.

4. Concerned about the absence of an interchange where Murrumbateman Road crosses the duplicated Barton Highway. It would force a large amount of traffic through Murrumbateman to the existing highway.

5. Any improvements are welcome at the intersection of Barton Highway and Euroka Avenue when travelling north. Euroka Avenue intersection needs a loop interchange to keep traffic flowing.

6. No safe lanes for property owners to exit on and off the Barton Highway. Proposed intersections should facilitate safe exit and entry for all Barton Highway road users.

7. Concerned about the effectiveness of the cul-de-sac at the northern termination of the existing Barton Highway north of Murrumbateman in the event of a bush fire.

Issues response 1. The intersection arrangements currently existing at the Hillview Road and McIntosh Circuit intersections are

under review to identify possible improvements.

2. Interchange arrangements at Hillview Road are discussed in detail in section 2.2.1 above. A full diamond interchange is now proposed for the Hillview Road intersection.

3. The intersection arrangements currently existing at the Kaveneys Road and Murrumbateman Road intersections are also under review to identify possible improvements.

4. Vehicles going to and from the south coast would use the Hillview or Euroka Road interchanges, accessing Murrumbateman Road via the existing Barton Highway (proposed local access road). The traffic volumes on Murrumbateman Road are in the order of 1200 vehicles per day, about half of which currently travel through the village with the remainder turning towards Canberra. However, the bypass will remove approximately 8000 vehicles per day from travelling through the village. The net result is a balance of passing and local traffic in the village which serves the local economy and local residents but keeps traffic volumes at a reasonable level to maintain the life of the village. It is acknowledged that at holiday times the area will become busier. However, the anticipated volumes are well within the road capacity and will also provide passing trade to the village.

5. The proposed road corridor boundaries cater for a design that utilises the existing highway as a local access road between Valencia Drive and Hillview Road. The displayed concept arrangements minimise conflicts between local and through traffic. The reduced traffic volumes and changed nature of this traffic


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should improve safety at the Euroka Avenue intersection. The intersection arrangements currently existing at the Euroka Avenue intersection are also under review to identify possible improvements.

6. The proposed design and road corridor boundaries also provide for safe access to the highway for local property owners. Where possible, accesses have been combined to provide a single consolidated access point at a median crossover location. Other accesses have been re-aligned to correspond with a local road access median crossover. Some accesses are via a left–in, left–out arrangements with access to a median crossover within an average of one kilometre along the proposed highway alignment.

7. The combination of interchange arrangements (as discussed in section 2.2.1) provides for the emergency evacuation of Murrumbateman in the event of a north-westerly fire front. The future options for the section of the existing highway near McClungs Creek are discussed in section 2.2.3.

2.2.3 Lane design and rest areas

Submission number(s) 1, 5, 42, 52, 70, 75, 96, 104 and 105.

Issue description Respondents provided lane arrangement suggestions and locations for rest areas and bus stops.

Summary of issues 1. Ensure the road duplication supports modular B-triples and has emergency contra-flow capability.

2. Consider a slip lane from the old Barton Highway north of Murrumbateman Road for Yass bound traffic and emergency exits to be improved.

3. Include left merging lane from existing Barton Highway to new highway (north of Murrumbateman).

4. The planned single lane (Gounyan Curves Project) between Yass and Murrumbateman should still have a passing lane.

5. Ensure all rest areas are maintained on the Barton Highway and that there is at least one rest area in each direction near the Hillview Road interchange with water and toilet facilities.

6. Plans do not show proposed bus stops or rest areas. Recommended drop off point for students and bus stops on either side of the highway.

7. Restricted barrier lines between about chainage 24200 and about chainage 25500 north of Canberra.

Issues response 1. The consideration of contra-flow facilities would be investigated at the detailed design phase.

B-doubles would be able to use interchanges and several median crossovers at intersections with key local roads that are approved for such vehicles or that council has indicated may possibly be approved for such vehicles in the future. If the route and access to the ACT was approved for B-triples, they would be able to move along the proposed highway to terminal points.

2. The road corridor boundaries and concept design displayed in May 2010 has the existing Barton Highway north of Murrumbateman as a local access road (including property access) until a point immediately south of the Gounyan Curves project. The concept design proposed that Yass bound traffic from Murrumbateman would access the proposed highway via the interchange at Hillview Road. Access to the duplicated highway at McClungs Creek has also been discussed with council. There are arguments for and against access at this location and at the Hillview Road interchange depending on the timing of future land releases, the arrangement of feeder roads from those land release areas and traffic flow and safety considerations. The road boundary immediately south of McClungs Creek has therefore been modified to


provide options for this issue to be further investigated in the detailed design. The intersection arrangements currently existing at the Hillview Road intersection are also under review to identify possible improvements.

3. As for point 2.

4. The Gounyan Curves project includes a southbound overtaking lane to replace the existing northbound lane. The existing southbound lane immediately north of Murrumbateman will be changed to a northbound overtaking lane. This will keep the number of overtaking lanes in each direction the same as that existing while improving the spacing between overtaking lanes.

5. The proposed road corridor boundaries and design provide sufficient room to accommodate bus stopping locations. Specific stopping locations will be identified as part of the detailed design. The proposed road corridor retains an existing southbound rest area south of Murrumbateman and other rest areas will be maintained or replaced wherever practical. The nature and location of rest areas will be considered in the detailed design. No provision has been made for commercial service centres in the proposed road corridor boundaries. Commercial service centres would need to be wholly located on private land and would be subject to a separate planning and approval process. The provision of toilets in the vicinity of the Hillview Road interchange can be considered as part of the detailed design in consultation with council.

6. As for point 5

7. The RMS has conducted a linemarking review along the Barton Highway. This review has resulted in installing additional barrier lines being installed in a number of locations where the view of oncoming vehicles may be temporarily obscured, where overtaking lengths were insufficient for safe overtaking, or where oncoming vehicles may be obscured by other vehicles such as in the opposite direction to an overtaking lane. In some locations the review resulted in the removal of barrier lines that did not meet the appropriate criteria.

2.2.4 Surrounding roads

Submission number(s) 19, 24, 25, 26, 38 and 65.

Issues description Suggestions regarding upgrades and access to the local road network.

Summary of issues 1. Hillview Road and Euroka Avenue need significant upgrades to cope with additional traffic anticipated by

the future duplication.

2. Service roads between chainages 36km from Canberra to 37km from Canberra need to join up for easier access to the highway for Dundoos residents.

3. Service roads at the same exit (Murrumbateman Road) to take and return south coast traffic during peak times.

Response 1. Access arrangements in the vicinity of Murrumbateman are outlined in section 2.2.1 above. The need to

upgrade Hillview Road and Euroka Avenue would be considered in the detailed design in consultation with Yass Valley Council.

2. The concept design included a service road north of Euroka Avenue to the east of the existing highway and proposed duplication. The service road ran between chainage 34,600 and 36,000. This service road was


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proposed as a two-way local road to service property holdings east of the Barton Highway, north of Euroka Avenue. A service road was also proposed on the east side from Murrumbateman Road to the south to chainage 37,000 to serve other property holdings.

The community consultation process and additional one-on-one discussions with affected landowners identified a number of access related issues for properties northeast of Euroka Avenue interchange. Concerns related to access to commercial properties, the safety of accessing commercial properties via dedicated turn lanes off the main carriageways, connectivity to the Murrumbateman village centre, and community connectivity generally. As a consequence the service road to the east of the proposed duplication is to be extended to connect Euroka Avenue to the service road south of Murrumbateman Road. These changes necessitate a small increase in the proposed road corridor footprint.

3. In the vicinity of Murrumbateman, the proposed road corridor boundaries provides for the access arrangements identified in section 2.2.1 above. Access for those vehicles going to and from the south coast would be via the Hillview Road interchange, accessing Murrumbateman Road via the existing Barton Highway (proposed local access road).

2.2.5 Western bypass of Murrumbateman

Submission number(s) 39, 61, 72, 73, 88 and 89.

Issues description Respondents identified a preference for a western bypass of Murrumbateman.

Summary of issues 1. Preference for western bypass of Murrumbateman.

2. Proposed road corridor is a change to the original gazetting of the road.

Response The section of the proposed road corridor around Murrumbateman is consistent with the alignment for the Murrumbateman bypass announced by the Australian Government in October 2001.


2.3 Environment

2.3.1 Biodiversity

Submission number(s) 8, 19, 62, 74, 82, 84 and 87.

Issue description During the PEI a number of vegetation communities and habitats were identified within the study corridor. The travelling stock reserve was identified as being a high biodiversity area. Concerns were raised that areas of sensitive vegetation would be cleared as part of the proposed project and questioned whether rehabilitation of these communities would be considered.

Summary of issues 1. The design does not take into account the significance of the high biodiversity area in the travelling stock

route to the west of the highway and in Dellwood.

2. Consider relocation of removed trees and ensure multiple replacement trees for the Greening Australia's 'Corridor of Green' that housed small birds.

3. Get Landcare involved in site rehabilitation.

4. Could the plane trees be relocated (they are about 10 years old).

Issue response 1. Flora and fauna investigations were undertaken as part of the PEI. The proposed future Barton highway

duplication is likely to result in the clearing of some native vegetation. However, the extent of native vegetation clearance required would be minimised during the detailed design process. The proposed road corridor boundaries provide sufficient space for landscape plantings and these would be considered at the detailed design phase. The offset arrangements (biodiversity offsets) for remnant and planted native vegetation removed would be considered as part of any future environmental assessment and approvals process. The proposed road corridor boundaries reflect an alignment that seeks, where possible, to avoid and retain native vegetation including vegetation in the travelling stock reserve. The PEI included specialist biodiversity investigations that identified areas of ecological sensitivity. This information has, and will continue, to inform the proposed design, as discussed in Chapter 3 of the Barton Highway duplication Preferred road corridor boundaries report.

2. As part of the process of tree planting, site rehabilitation and habitat establishment or preservation, the RMS is able to make arrangements with organisations such as Greening Australia and Landcare to assist in facilitating the best possible outcome.

3. As for point 2

4. Relocation of exotic trees (including Plane Trees) would be more fully considered during the detailed design, planning and approvals stages of the duplication project.


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2.3.2 Community amenity


Issue description As a growing tourist destination, there are walking, bicycle riding and horse riding trails in the area. Consideration of preserving or extending these trails was identified within some submissions. There was also a concern of loss of community land such as parks etc.

Summary of issues 1. The road boundaries are satisfactory although there is a concern that there will be significant loss of

community land at the recreational ground.

2. Land for road works and equestrian facilities should be provided to replace those lost under the bypass. Donate the triangular land immediately north of tree line at Dundoos Estate to replace community facilities.

3. Concerned about impact of the future duplication on the new cross-country course.

4. Consideration of a pedestrian and horse riding underpass in the design of the Murrumbateman bypass to connect with the existing bridle trail of the Ambleside and Dundoos Estate.

5. Pedestrian bridges need to be considered as well as a cycleway between Yass and Canberra.

6. Consider new access off the service road to Wattle Park Church.

Issue response 1. The provision for alternative facilities to replace community facilities impacted as a result of the proposed

road corridor boundaries, including the cross country course, will be assessed during the detailed design and approval processes for the proposed future duplication.

2. As for point 1.

3. As for point 1.

4. Allowance has been made for a horse underpass on the south side of the creek south of Hillview Road. Sufficient width within the road corridor has been allowed to enable this underpass to connect with the Dundoos and Ambleside bridle paths and the Murrumbateman showground.

5. All overbridges proposed include the provision of shared pedestrian and cycle paths to ensure continued connectivity of the Murrumbateman community. The wide road shoulders used in the development of the concept design are in accordance with RMS requirements for cycle provisions on high speed roads.

6. The proposed road corridor boundaries for the future duplication of the Barton Highway would allow sufficient room for the provision of an access road off the service road to Wattle Park Church.


2.3.3 Noise

Submission number(s) 62, 77, 96 and 101.

Issue description General concern regarding noise management given altered traffic movements and volumes anticipated.

Summary of issues 1. Noise abatement measures must be considered, as there is already considerable noise around

Murrumbateman, particularly south to Euroka Avenue and west to Kinsman Street.

Issue response 1. As part of the PEI, a preliminary environmental noise investigation has been carried out for the proposed

duplication of the Barton Highway. Noise emissions from road traffic have been assessed and described using the Office of Environment and Heritage (OEH) formerly DECCW guideline Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999). A number of noise attenuation measures could be introduced as part of the proposed project including:

– Road surface treatments.

– Noise barriers.

– Home architectural treatments such as door seals, replacement glazing, sealing of wall vents, and provision of air ventilation systems.

The proposed road corridor boundaries allow sufficient room for the provision of noise attenuation measures where they may be required. The exact nature (and location) of noise attenuation measures would be confirmed as part of the detailed design, planning and approvals process where additional noise modelling and assessment would be completed. The work would assess potential noise impacts based on the detailed design and future road noise guidelines.

2.4 Property

2.4.1 Property


Issue description Property issues such as the land acquisition process and compensation, future land use within the Murrumbateman area and access to properties along the Barton Highway, Murrumbateman Road, Euroka Avenue and Hillview Road were identified in some submissions.

Summary of issues 1. Concerns regarding land acquisitions and whether acquired land would be compensated.

2. Concerns regarding proposed private property access arrangements.

3. Preservation of surrounding properties and vineyards.


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4. Local LEP for the future use of land in Murrumbateman needs to be completed before access and connection to local roads are made.

5. Need to consider access to the Yass Valley Council approved three-lot subdivision of some 600 acres.

Issue response 1. Further investigation and consultation with potentially affected property owners would occur during future

development of the project. Potential impacts of the project on property (including potential impacts on vineyards) would be assessed as part of a future planning and assessment process. RMS, under the Roads Act 1993, may wholly or partially acquire property directly affected by the project. Compensation would be agreed with individual property owners using procedures outlined in the Land Acquisition (Just Terms Compensation) Act 1991.

2. Private property accesses are reinstated to an equivalent standard in a manner agreed with the property owner. Access to each property from the duplicated highway will be via a service road to a nearby median crossing location, directly to a median crossing location, or left in, left out with access to a median crossing location with approximately one kilometre.

3. As per point 1.

4. The proposed road corridor boundaries have been developed in consultation with both Yass Valley Council and the local community. The draft local environmental plan (LEP) for Murrumbateman was considered in this process. The proposed road corridor boundaries will form part of the final LEP.

5. The proposed road corridor boundaries provide sufficient room for the development of safe access to and from the highway at various locations. The location and detailed design of access arrangements (including to the three-lot subdivision approved by Yass Valley Council) would be more fully considered at the detailed design phase.

2.5 Other issues

2.5.1 Other issues

Submission number(s) 2, 3, 6, 12, 13, 15, 16, 23, 25, 31, 35, 38, 40, 43, 51, 53, 54, 56, 57, 75, 81, 86, 90, 92, 95, 99 and 107.

Summary of issues 1. Alternative transport: park and ride facilities for the interchange designs at Euroka Avenue and Hillview

Road.

2. Heavy vehicles: Additional entry and exit points on Hillview Road for heavy vehicles use to prevent them from travelling through the town. Consideration of slow vehicle lanes from Kaveneys Road to Canberra.

3. Other infrastructure: Location of bore and relocation of the main power lines and of two fibre optic cables.

4. Safety: Safety survey undertaken from the end of the two-lane dual carriageway section near Yass and should be considered as part of the planning works. The displayed service road from Euroka Avenue to chainage 36km from Canberra was also identified as a safety issue.

5. Speed limits: Reduce speed limit at Gounyan Curves, Hillview Road intersection and McIntosh Circuit intersections with the Barton Highway.

6. Signage: More signage to locate Murrumbateman from Yass and around the intersection of Hillview Road and Barton Highway.


7. Support for the proposed project.

8. Opposition to the project and suggest it be built along a different alignment.

Issue response 1. The provision of public transport facilities, including park and ride facilities has been considered as part of

the road corridor planning. The Yass Valley Council has advised that the provision of park and ride facilities in the Murrumbateman area will be considered as part of the master planning for Murrumbateman by the council. Provision for these facilities are therefore not included in the concept design or road boundaries as they will be defined and located separately.

2. Section 2.2.1 discusses proposed changes to the Hillview Road and Kaveneys Road interchange arrangements. A full diamond interchange is now proposed at Hillview Road. The intersection and slow vehicle issues currently existing at the Kaveneys Road intersection are also under review to identify possible improvements.

3. Wherever possible existing bores, power lines or underground services have been avoided. Where this has not been possible the removal, replacement or relocation of infrastructure will be considered at the detailed design phase with full consultation with affected landholders or infrastructure authorities.

4. As part of the planning for the future duplication of the Barton Highway and also as a review of safety on the existing highway, the Barton Highway Safety Review was published in February 2008. The findings of this review are informing any safety upgrades along the highway. The service road from Euroka Avenue that now extends to Murrumbateman Road will be designed to maximise safety in accordance with RMS practices.

5. The RMS is currently considering some safety improvement works on the existing Barton Highway. These investigations include a review of intersection safety at Hillview Road and McIntosh Circuit that includes a consideration of speed limits.

6. The Gounyan Curves project was completed in November 2011 and replaces the substandard Gounyan Curves with an alignment designed for the existing 100km/h speed limit.

7. This point is noted. The directional signage from Yass to Murrumbateman will be reviewed to determine if it is accordance with the RMS directional signage criteria.

8. Support for the proposed project is noted.

9. Opposition to the proposed project is noted. The road corridor defined in this study is in accordance with the road study corridor approved by the Australian Government in October 2001.


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3 Conclusion

Consideration of the issues raised in the public submissions to the proposed road corridor boundaries displayed in May 2010 has led to a number of changes to the concept design for the proposed future duplication of the Barton Highway. As a consequence the proposed road corridor boundaries have also been adjusted. The changes to the preferred road corridor boundaries have been minor in the context of the whole project. However they have facilitated changes to the duplication design which enhance the design for the residents of the Murrumbateman area and motorists in general.

This submissions report addresses the submissions raised following the public display in May 2010. It also documents alterations to the displayed concept design. Further it discusses future actions as part of the future detailed design, planning, and approval process.

When funding is approved for construction of the duplication of the Barton Highway additional community consultation will take place. Through that future consultation process the RMS would again consider the community position on the design, benefits and impacts of a duplicated Barton Highway.


Appendix A – Table of respondents

Name Respondent number Sections where issues considered

Ambrose, K. 62 2.3.1, 2.3.3

Aughey, C. 21 2.2.1

Australian Trucking Association 42 2.2.1, 2.2.3

Baker, M. 24 2.2.4

Barn, J. 105 2.2.3, 2.3.2

Beattie, D. 94 2.2.1

Beresford, A. 81 2.5.1

Binning, B. 58 2.2.2

Bliss, D. 72 2.2.1, 2.2.5

Bliss, S. 73 2.2.1, 2.2.5

Body, K. 46 2.2.1

Borella, L. 6 2.5.1

Brookhouse, F. 96 2.2.3, 2.3.3

Buckfield, J. 26 2.2.4

Butt, A. & Subi, T. 31 2.2.1, 2.5.1

Cameron, R. 28 2.2.1, 2.3.2

Carr, J. 35 2.5.1

Commens, S. 23 2.5.1

Cooke, M 51 2.5.1

Cox, D. 47 2.2.2

Darker, T. 20 2.2.2

Deane, H. & R. 41 2.2.1

Devey, M. 67 2.2.1

Doolan, A. 30 2.2.1, 2.2.2

Everson, R. 11 2.2.2

Folkard, T. 17 2.2.1,

French, G. 80 2.2.1

Gallagher, D. 16 2.5.1

Golding, A. 45 2.4.1

Halley, P. & J. 53 2.5.1

Hancock, J. 25 2.2.4, 2.5.1

Hartley, A. 12 2.5.1

Haskovec, I. 32 2.2.1

Hehir, R. 61 2.4.1, 2.2.5

Helm, K. & J. 36 2.2.2

Hewitt, J. & Thompson, W. 49 2.3.2


17


Hiller, A. & Withers, M. 29 2.2.2

Holloway, J. 103 2.2.2

Houlahan, K. 74 2.3.1

Howe, R. 15 2.5.1

Hughes, B. 63 2.2.1

Hutton, A. 57 2.5.1

Kirk, T. 4 2.2.1

Kramer, C. & J. 97 2.2.1

Krncevic, B. 37 2.2.1

Lawler, P. 59 2.2.1

LeGrand, M. 39 2.2.1, 2.2.5

Local Liberal candidate 107 2.5.1

Longley, G. 87 2.3.1

Lung, Mr. 110 2.2.2

Lyall, F. 34 2.2.2

Mann, K. 38 2.2.1, 2.2.4, 2.5.1

Matthewson, M. 50 2.2.1

McGaughey, M. 70 2.2.3

McGregor, N. 98 2.2.1

McLean, A. 78 2.2.1

McLean, R. 79 2.3.2

Michelle, S. 40 2.5.1

Moore, P. 102 2.2.1

Moore, S. & M. 108 2.3.2

Morton, D. 83 2.2.1

O’Donnell, T. 14 2.2.1

Owen, F. 60 2.2.2

Parker, B. 93 2.4.1

Petition (Murrumbateman resident, businesses, visitors)

106 2.2.1

Phillips, P. 5 2.2.2, 2.2.3

Rawling, V. 1 2.2.1, 2.2.3

Rawling, V. 43 2.5.1

Reynolds, D. 18 2.2.1

Rowe, R. & D. 10 2.2.1

Ryan, J. 48 2.3.2

Scott, D. & Gledhill, A. 86 2.5.1

Shannon, D. 90 2.5.1



Shaw, G. 7 2.2.1

Shirardello, J. 92 2.5.1

Slavin, K. 109 2.4.1

Spence, K. & M. 82 2.3.1

Spencer, K. 13 2.2.2, 2.5.1

Squire, T. 64 2.3.2

Staples, E. 8 2.3.1, 2.4.1

Swift, E. 9 2.2.1

Thom, J. 75 2.2.3, 2.5.1

Thomas, B. 100 2.2.1

Tomkins, T. 95 2.5.1

Tuckwen, M. 22 2.2.1

Veehuis, R. 27 2.2.1

Walle, L. 68 2.2.1

Webb, S. 101 2.3.3

Wheeler, R. 77 2.2.2, 2.3.3

Wholoham, F. 55 2.2.1

Wild, D. 44 2.2.1, 2.2.2

Wilson, B. & K. 3 2.4.1, 2.5.1

Anonymous 2 2.4.1, 2.5.1

Anonymous 19 2.2.4, 2.3.1

Anonymous 33 2.2.2

Anonymous 52 2.2.3

Anonymous 54 2.5.1

Anonymous 56 2.5.1

Anonymous 65 2.2.4

Anonymous 66 2.2.1, 2.2.2

Anonymous 69 2.2.1

Anonymous 71 2.2.2

Anonymous 76 2.2.1

Anonymous 84 2.3.1

Anonymous 85 2.2.1

Anonymous 88 2.2.5

Anonymous 89 2.2.5

Anonymous 91 2.2.1

Anonymous 99 2.5.1

Anonymous 104 2.2.3

Documents

Barton Highway duplication - Roads and Maritime Services · Highway. 1.2 Background to the project 1.2.1 Project overview The Australian Government is funding the planning process