m5 west widening submissions and preferred project ... final report 04.05.11 tc 8.0 final report...

Visual impact, urban design and landscaping addendum

Appendix F

Landscape Character and Visual Impact Assessment

M5 West Widening

April 2011

Landscape Character and Visual Impact AssessmentApril 2011

M5 West Widening

Prepared for

Interlink Roads

By

PO Box 880Darlinghurst, NSW 1300

P (02) 9361 4549F (02) 9361 4569

www.sm2group.com.au

ABN 65 065 578 985

Version Status Date Released by1.0 Draft for RTA Review 05.05.10 TC

2.0 Final Draft for Internal Review 01.06.10 TC

3.0 Final Draft 02.06.10 TC

4.0 Final Report 16.08.10 TC

5.0 Final Report Re-issed 10.09.10 TC

6.0 Final Draft to include noise walls 20.04.11 TC

7.0 Final Report 04.05.11 TC

8.0 Final Report Re-issed to accommodate changes to noise walls 12.05.11 TC


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11.0 INTRODUCTION 5

1.1 Study Method 7

1.2 Impact Assessment Method 91.2.1 Landscape Character Impact Assessment 91.2.2 Visual Impact Assessment 91.2.3 Mitigation Measures 10

2.0 CONTEXTUAL ANALYSIS 11

2.1 Regional Context 11

2.2 Existing Site Conditions 152.2.1 Landform 152.2.2 Vegetation 152.2.3 Landuse 172.2.4 Interchanges and Access 172.2.5 Pedestrian and Cycle Facilities 182.2.6 Road Infrastructure 182.2.6 Transport Network 19

2.3 Landscape Character of the Study Area 20

3.0 MOTORWAY UPGRADE WORKS 21

3.1 Summary of the Proposed Works 213.1.1 Project Overview 213.1.2 Noise Walls 213.1.3 Sedimentation Basins 213.1.4 Control Centre 223.1.5 Construction Site Compounds 22

4.0 LANDSCAPE CHARACTER IMPACT 23

4.1 Landscape Character Precincts 23

4.2 Precinct 1: King Georges Road to Salt Pan Creek 264.2.1 Existing Landscape Character 264.2.2 The Proposed Upgrade 264.2.3 Landscape Character Assessment 27

4.3 Precinct 2: Salt Pan Creek Floodplain 304.3.1 Existing Landscape Character 304.3.2 The Proposed Upgrade 304.3.3 Landscape Character Assessment 31

4.4 Precinct 3: Salt Pan Creek to Gibson Avenue 324.4.1 Existing Landscape Character 324.4.2 The Proposed Upgrade 324.4.3 Landscape Character Assessment 33

Contents

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2 4.5 Precinct 4: Gibson Avenue to Queen Street 364.5.1 Existing Landscape Character 364.5.2 The Proposed Upgrade 364.5.3 Landscape Character Assessment 37

4.6 Precinct 5: Queen Street to Horsley Road 404.6.1 Existing Landscape Character 404.6.2 The Proposed Upgrade 404.6.3 Landscape Character Assessment 41

4.7 Precinct 6: Horsley Road to the Eastern End of the 44 Georges River Bridge (East)4.7.1 Existing Landscape Character 444.7.2 The Proposed Upgrade 444.7.3 Landscape Character Assessment 45

4.8 Precinct 7: Eastern End of the Georges River Bridge 48 (East) to the Main Toll Plaza4.8.1 Existing Landscape Character 484.8.2 The Proposed Upgrade 494.8.3 Landscape Character Assessment 49

4.9 Precinct 8: West of Main Toll Plaza to Heathcote Road 524.9.1 Existing Landscape Character 524.9.2 The Proposed Upgrade 524.9.3 Landscape Character Assessment 53

4.10 Precinct 9: Heathcote Road to Moorebank Avenue 564.10.1 Existing Landscape Character 564.10.2 The Proposed Upgrade 564.10.3 Landscape Character Assessment 57

4.11 Precinct 10: Moorebank Avenue to Hume Highway 604.11.1 Existing Landscape Character 604.11.2 The Proposed Upgrade 604.11.3 Landscape Character Assessment 61

4.12 Precinct 11: Hume Highway to Beech Road 644.12.1 Existing Landscape Character 644.12.2 The Proposed Upgrade 644.12.3 Landscape Character Assessment 65

4.13 Precinct 12: Beech Road to Camden Valley Way 684.13.1 Existing Landscape Character 684.13.2 The Proposed Upgrade 684.13.3 Landscape Character Assessment 69

4.14 Landscape Character Impact Summary 72


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35.0 VISUAL IMPACT 75

5.1 Visual Impact Analysis 75

5.2 Visual Impact Assessment 79

6.0 URBAN DESIGN OBJECTIVES AND PRINCIPLES 93

7.0 MITIGATION MEASURES 94

7.1 Mitigation Measures 947.1.1 Gateway and Interchange Treatments 957.1.2 Carriageway Extension and Removal of Corridor Vegetation 967.1.3 New Control Building 987.1.4 Noise Mitigation 997.1.5 New and Modified Sedimentation Basins 1027.1.6 Modification of Bridges 1037.1.7 Embankments and Retaining Walls 1037.1.8 Construction Compounds 104

8.0 CONCLUSION 105

8.1 Consistency with Existing and Desired Future Character 105

APPENDICES

Appendix A VMS Visual Assessment Advice 109

Illustration 1: Impact Assessment Grading Matrix 10

Illustration 2: M5 South West Motorway study area 11

Illustration 3: Open space and public places 12

Illustration 4: View west from King Georges Road 15

Illustration 5: Typical roadside Cumberland Plain Woodland vegetation 15

Illustration 6: Landuses 16

Illustration 7: View north to the industrial area of Revesby 18

Illustration 8: The River Road interchange 18

Illustration 9: Pedestrian overpass at Riverwood 18

Illustration 10: Typical signage billboard 19

Illustration 11: The M5 control centre building 19

Illustration 12: Typical noise wall treatment 19

Illustrations 13 to 15: Typical character images 20

List of Illustrations


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4 Illustration 16: Character precincts 24

Illustrations 17 to 19: Character images of Precinct 1 26

Illustration 20: Precinct 1: existing situation and proposed works 29





















Illustration 61 to 62: Character images of Precinct 12 68

Illustrations 63: Precinct 12: existing situation and proposed works 71

Illustration 64: Visual catchment 76

Illustration 65: Visual Impact Assessment summary for each viewpoint 79

Illustration 66: Visual Impact Assessment summary for construction compounds 87

Illustration 67: Visual Impact Assessment summary for spoil disposal sites 89

Illustrations 68 to 69: Proposed gateway treatments 94

Illustration 70: Proposed planting at gateway intersections 96

Illustration 71: Proposed interchange treatment 97

Illustrations 72 to 73: Cross sections showing existing situation and proposed works 99

Illustration 74: Proposed control building 100

Illustrations 75 to 78: Existing noise wall treatments 101

Illustration 79: Proposed lightweight concrete panel 103

Illustration 80: Proposed transparent panel 103

Illustration 81: Proposed precast concrete panel 103

Illustration 82: Proposed sedimentation basin treatment 104

Illustrations 83 to 86: Existing retaining wall/ abutments 106

1.0


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INTRODUCTION

A Landscape Character and Visual Impact Assessment Report was prepared for Interlink Roads by Spackman Mossop Michaels as part of the Environmental Assessment of the proposed widening of the M5 South West Motorway between King Georges Road and Camden Valley Way in the Canterbury, Bankstown and Liverpool Local Government Area. The Environmental Assessment was exhibited by the Department of Planning and the community were encouraged to review it and provide feedback. Following public exhibition, the RTA has amended the project scope, including constructing new noise walls, augmentation of existing noise walls and the inclusion of an additional east bound lane on the M5 South West Motorway between Fairford Road and King Georges Road. The assessment report has been revised for the RTA for inclusion in the Submissions and Preferred Project Report.

The report has been prepared in accordance with the RTA’s Guidelines for Landscape Character and Visual Impact Assessment. It describes:

improve the design outcome for motorway users and those outside of the motorway, as well as avoiding and mitigating visual impacts.

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The undertaking of the impact assessment and the landscape and urban design concept has been an iterative process in which preliminary information was provided to highlight key issues and constraints of the proposed upgrade. Concepts have continued to be developed by HBO+EMTB, in parallel with this assessment, avoiding or minimising potential impacts where possible.

The method used to undertake this study is summarised as follows:

literature, analysing aerial photographs, topographic maps and Google Maps® to

adverse visual impacts for consideration in the detail design phase of the project.

The method used to assess the impact of the proposed upgrade is described in the following section.

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1.0INTRODUCTION

1.1 STUDY METHOD


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1.0INTRODUCTION

91.2.1 Landscape Character Impact Assessment

character precincts. These have generally been chosen to reflect the motorways surrounding landuse, but also the existing conditions of the motorway, for example, from King Georges Road to the Salt Pan Creek, the carriageways are divided by a wire rope barrier, whereas as the majority of the motorway contains a grassed median. The purpose of dividing the study area into character precincts is to make the assessment process easier to undertake and understand.

The impact of the proposal on each character precinct has been assessed, based on the sensitivity of the precinct and the magnitude of the proposal in that particular precinct.

In this case, sensitivity refers to how sensitive the character of the setting is to the proposed works. For example, a pristine natural environment will be more sensitive to change than an industrial area, however, if the proposed works are relatively minor, then the overall sensitivity will be low.

Magnitude refers to the nature of the project. For example, a large interchange will have a very different impact on landscape character than a localised road widening.

The combination of sensitivity and magnitude provides the rating of the landscape character impact for the precinct (refer to Illustration 1).

1.2.2 Visual Impact Assessment

Within this, the estimated extent of the visibility of the proposed upgrade works has been mapped. As the works are an upgrade of an existing motorway, rather than a new piece of road infrastructure, the visibility of the works is limited to the motorway corridor itself, and a few immediately adjacent locations. Within these areas, a number of viewpoints have

The impact of the proposed upgrade has been assessed by considering both the sensitivity of the view and the magnitude of the proposed works within that view.

upgrade. Sensitivity is related to the direction of the view, composition of the view and may include more than one character precinct.

Magnitude refers to the nature of the change and its proximity to the viewer. For example, a development situated one kilometre from the viewpoint will have a much reduced visual impact than one 100 metres away.

The combination of sensitivity and magnitude provides the rating of the visual impact (refer to Illustration 1).

For the purposes of this environmental assessment, existing landscape character and the

assessment and work on projects of a similar nature. While these methods aim to provide

1.2 IMPACT ASSESSMENT METHOD

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1.2 IMPACT ASSESSMENT METHOD10

1.0 INTRODUCTION

Illustration 1: Impact Assessment Grading Matrix

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a consistent and unbiased approach to the impact assessment, the highly individualistic nature of landscape character and visual perception still often leads to differing opinions with regards to the impact of a proposed development

1.2.3 Mitigation Measures

Mitigation measures are visual treatments that are recommended to mitigate the visual impacts of a proposed development. They include ways to lessen the visual effect of the project itself and identify treatments near critical view areas to reduce the visual impacts of the project. Where the exact locations of features, such as noise barriers, sedimentation basins and retaining walls is not known, proposed treatments for consideration during detailed design are provided.

Mitigation measures are outlined in Section 7.0.


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112.1 REGIONAL CONTEXT

CONTEXTUAL ANALYSIS 2.0

The study area for this Landscape Character and Visual Impact Assessment Report is for the 22 kilometre section of the M5 South West Motorway between King Georges Road and Camden Valley Way. Interlink Roads is the concessionaire for the M5 South West Motorway under a build, own, operate and transfer deed with the RTA.

The M5 South West Motorway was opened in 1992, and is a key section of Sydney’s orbital road network, linking central Sydney to the expanding south-western suburbs, Southern Highlands, Canberra and Melbourne as part of the National Highway Network. It is part of the Sydney Orbital Network (refer Illustration 2), that provides over 160 kilometres of uninterupted motorways, freeways and other main roads around and through Greater Sydney. It adjoins the south-eastern boundary of the South West Growth Centre which, together with the North West Growth Centre, is earmarked to accommodate the majority of Sydney’s urban growth over the next 25 years. As part of the overall M5 corridor, it links to Sydney Airport and Port Botany that now accounts for 70% of Sydney Ports trade.

30 km

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Illustration 2: M5 South West Motorway study area between King Georges Road and Camden Valley Way, shown within the context of the Sydney Orbital Network and the Sydney Metropolitan Region

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12 2.1 REGIONAL CONTEXT

2.0 CONTEXTUAL ANALYSIS

Illustration 3: Open space and public places adjoining the study area


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There are a number of different landuses adjoining the M5 South West Motorway. The study area consists predominately of suburban residential areas, taking in the suburbs of Narwee, Riverwood, Padstow, Revesby, Panania, Milperra, Hammondville, Wattle Grove, Liverpool, Lurnea, and Casula. The industrial areas in Riverwood, Padstow, Revesby and Moorebank are also adjacent to the Motorway corridor. There are also a number of schools near to the Motorway corridor, including the Bankstown Campus of the University of Western Sydney. There is extensive vegetation cover along most of the length of the corridor. In particular, a linear park system adjoins the Motorway between King Georges Road and Salt Pan Creek, and there are large areas of open space in the vicinity of the Georges River including Kelso Park, Deepwater Regional Park, Lieutenant Cantello Reserve, and Riverlands Golf Club and New Brighton Golf Club (refer Illustration 3).

urban growth and the Port Botany expansion will increase the road’s existing importance as a national and regional link, and road widening is

cope with greater demand in the future.

2.1 REGIONAL CONTEXT 13

2.0CONTEXTUAL ANALYSIS

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14



M5 West Widening

2.2.1 Landform

The M5 South West Motorway has been constructed on land provided for in the County of Cumberland Planning Scheme 1951 for the F5 – South Western Freeway. It runs along the southern boundary of the Cumberland Plain on slightly undulating terrain.

The roadway is generally flat and sits within some cuttings, embankments, and on structures, particularly over waterways.

2.2.2 Vegetation

landscape of suburban, commercial and industrial landuses, with little tree cover present. The Motorway corridor has been planted with Cumberland Plain Woodland vegetation, mainly to the road verges, with some tree planting to the median at approaches to bridges. This vegetation is generally in good condition due to Interlink Roads’ maintenance regime. The corridor planting has is isolated from larger stands of vegetation, but still makes

scale and character of the Motorway.

A linear park system adjoins the Motorway corridor to the north and south, from King Georges Road to Salt Pan Creek. It provides a visual buffer to the Motorway from the adjoining residential areas. Other vegetated areas are associated

152.2 EXISTING SITE CONDITIONS


In order to identify the potential visual impact of the upgrade, it is necessary to understand the current visual and landscape character of the study area, as well as the sensitivity of people with regard to changes in this character. As outlined in the Visual Assessment Method (Section 5.0), these will have a direct bearing on the potential visual impact of road upgrade. Apart from the nature of the development itself, the landform and vegetation cover of the area will be important in determining the potential visual effect of an upgraded road, whereas land use and suburban developments will determine how sensitive people in the area will be to changes in the landscape and visual environment.

Illustration 4: Looking west from King Georges Road down the slope to relatively flat topography in the distance

Illustration 5: Typical roadside Cumberland Plain Woodland vegetation

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2.2 EXISTING SITE CONDITIONS16


Illustration 6: Landuses adjoining the study area


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with parklands adjacent to Salt Pan Creek and the Georges River and are viewed in the middle distance, providing a contrast to the corridor vegetation adjacent to the carriageway.

2.2.3 Landuse

A number of different landuses occur along the M5 South West Motorway (refer Illustration 6). From King Georges Road to Salt Pan Creek, open space, in the form of a linear park system linking

both sides of the Motorway. Beyond the open space are the residential suburbs of Narwee and Riverwood. The Motorway then passes through the major industrial area at Padstow, then through the residential suburb Revesby and Panania to the south and the industrial areas of Revesby and Milperra to the north. Again, a small number of municipal reserves adjoin the Motorway in the suburban areas. Further west, on the northern side of the Motorway, is the Bankstown Campus of the University of Western Sydney and the residential suburb of Milperra. Open space predominates the areas surrounding the Georges River, including the former Bankstown tip site, Deepwater Park and Lieutenant Cantello Reserve to the south, and Riverlands Golf Course and New Brighton Golf Course to the north. From the Toll Plaza to the second crossing of the Georges River, are the residential suburbs of Hammondville and Brooklands Village to the south and Moorebank to the north, followed by the Moorebank industrial area. Residential landuse adjoins the Motorway for its remainder, including Liverpool, Lurnea and Prestons to the north and west, and Casula to the south and east.

2.2.4 Interchanges and Access

There are a number of interchanges along the length of the Motorway. Major interchanges occur at King Georges Road, Fairford Road, River Road and Henry Lawson Drive, Hume Highway, and the M7 Motorway. Other interchanges occur at Belmore Road, Heathcote Road, and Moorebank Avenue. A number of roads pass

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under the motorway including Penshurst Street, Bonds Road, Queen Street, Nuwarra Road and De Meyrick Avenue.

Horsley Road, Kurrajong Road and Beech Road travel over the Motorway.

2.2.5 Pedestrian and Cycle Facilities

There are two pedestrian overpasses at Bell Street Riverwood and Box Road Prestons/ Casula. Pedestrians are able to cross over and under the Motorway at a number of points, generally at the road over and underpasses and at the two pedestrian overpasses. There are no footpaths provided along the M5 South West Motorway, and pedestrian access is not permitted on the Motorway. Cyclists currently use the 2.5 metre outside shoulder and marked cyclist crossings are provided at ramps.

2.2.6 Road Infrastructure

A number of road infrastructure elements are located along the Motorway corridor. A major element are noise walls, located adjacent to residential areas, either abutting the carriageway or at the top of vegetated embankments. They are generally of lightweight concrete construction washed with a two tone olive/ green, and there are also areas of

noise walls.

The toll plaza is a major element located at Hammondville. The Motorway expands to ten lanes wide in this location, and an awning with associated toll booths, span this area. Four signage gantries traverse the Motorway on both sides of the toll plaza.

south of the toll plaza. Toll booths are also located at the Fairford Road, River Road and Henry Lawson Drive interchanges.


Illustration 7: View north to the industrial area of Revesby

Illustration 8: The River Road interchange with toll booths to the westbound off ramp

Illustration 9: Pedestrian overpass at Riverwood


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Shotcrete has been used to stabilise a short area of cutting between Fairford Road and Gibson Avenue. There are also a number of concrete bridge abutments and crib walls associated with the overpasses.

A number of sedimentation basins are located adjacent to the Motorway. They are generally unnoticeable from the Motorway and outside areas, having been surrounded by landscaping.

Other elements located along the Motorway include two variable message signs (VMS), CCTV, emergency telephones and illuminated signage billboards.

2.2.7 Transport Network

The M5 South West Motorway, along with the M5 East, is a major route in Sydney’s Orbital Network and the national road network. It links the city with the rapidly expanding south western suburbs, and connects to the Hume Highway which passes through the southern highlands and centres beyond such as Goulburn, Canberra and Melbourne. It forms an important part of Australia’s transport network, linking Sydney Airport and Port Botany to major industrial facilities in Sydney’s south and west.

There are also a number of major roads crossing the Motorway, including King Georges Road (Metroad 3), Fairford Road (Metroad 6), and the M7 Motorway (Metroad 7).



Illustration 10: Typical signage billboard

Illustration 11: The M5 control centre building at the toll plaza

Illustration 12: Typical noise wall treatment

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The Motorway passes through the full range of different landuses that make up the city, from residential, industrial, open space, and educational landuses, through to the rural residential areas on the south western fringe.

The character of the Motorway itself is relatively constant, as a generally flat four lane carriageway with a grass median and well vegetated verges. As a result of

to discern the surrounding landuses for the majority of the Motorway length. Exceptions to this are the elevated sections over Salt Pan Creek and Georges River where views into the surrounding landscape are possible.

2.3 LANDSCAPE CHARACTER OF THE STUDY AREA 20


Illustrations 13 - 15: Typical character images


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213.1.1 Project Overview

The project involves the construction of:

volumes.

As the Motorway is already four lanes in each direction between the Hume Highway and

can generally to be accommodated within the central grassed median as envisaged in the original design of the Motorway. The additional lanes between King Georges Road and Fairford Road would be provided within the existing pavement width. There would be

bridge structures would be straightforward.

There would also there be works on the outside of the carriageways including:

works,

trunk cabling and Variable Message Signs (VMS).

In addition, a number of VMS would be installed on the Motorway and the road network surrounding the M5 South West Motorway. The visual impacts of these structures are addressed in a separate report.

3.1.2 Noise Walls

within the the existing arrangement where walls are not present, or to replace existing walls to provide consistency of materials along the corridor. The majority of existing noise walls will be augmented to meet RTA guidelines and will be painted to match new walls.

expected that vegetation will be removed to provide this clear area. This area is generally located on the motorway side of the noise wall, but in some instances will be on the property side, and occasionally on both sides.

3.1 SUMMARY OF THE PROPOSED WORKS

3.0MOTORWAY UPGRADE WORKS

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3.1.3 Sedimentation Basins

While the majority of the existing ponds are located behind noise walls and are not visible

these ponds to motorists and surrounding residents and may result in the removal of some vegetation.

3.1.4 Control Centre

The project includes the construction of a motorway control centre building located adjacent

plaza.

3.1.5 Construction Site Compounds

Construction site compounds are to be constructed in various location during the approximate

within the corridor. As such it would therefore be necessary to establish compounds on at locations as close as possible to the motorway corridor. Construction site compounds

3.1 SUMMARY OF THE PROPOSED WORKS22

3.0 MOTORWAY UPGRADE WORKS


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4.0LANDSCAPE CHARACTER IMPACT

23For the purposes of discussion of the proposed upgrade works, the study area of the proposed upgrade has been broken down into twelve landscape character precincts. The precincts roughly correspond to character types in the area and allow for a more detailed discussion of the landscape character of each precinct, of the proposed works within it and of the impact likely to be experienced as a result of these works.

The twelve precincts are:

12. Beech Road to Camden Valley Way.

4.1 LANDSCAPE CHARACTER PRECINCTS


24

Illustration 16: Location of the twelve landscape character precincts

4.0 LANDSCAPE CHARACTER IMPACT


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264.2.1 Existing Landscape Character

This section of the M5 South West Motorway travels through the residential suburbs of Narwee and Riverwood. Directly adjacent open space areas buffer the Motorway, including John Mountford Reserve, Richard Podmore Reserve, Windarra Reserve, Robert Gardner Reserve, Wise Reserve, Bland Oval, Lance Hutchinson Oval, Rotary Park, McLaughlin Oval. The open space areas are generally heavily vegetated, with native plant species, next to the corridor. Further away, the parkland consists of scattered trees planted in grass, bicycle track, playgrounds

The Motorway consists of hard surfacing across whole width of roadway, with a wire rope barrier in the centre. There are two lanes travelling in each direction with a wide paved verge on either side. Noise walls are located on both sides of the Motorway. These sit on top of vegetated batters from the start of the Motorway to Penshurst Road and around the Belmore Road interchange. The walls are immediately adjacent to the carriageway from Penshurst Road until west of Bonds Road and from west of Belmore Road until east the Salt Pan Creek.

4.2.2 The Project

An additional eastbound and westbound lane is proposed in this section of the M5 South West Motorway. This is to be accommodated in the existing paved

The existing wire rope barrier is to be replaced with concrete safety barriers.

A number of changes are proposed at the King Georges Road interchange. Planting is to be enhanced to provide a gateway to the Motorway and to differentiate it from the overall bushland character of rest of the corridor.

small section adjacent to John Mountford Reserve and behind residences on Parry

4.2 PRECINCT 1: KING GEORGES ROAD TO SALT PAN CREEK

Illustrations 17 - 19: Character images of the King Georges Road to Salt Pan Creek precinct: the decent from King Georges Road, “Welcome to M5’ sign, noise walls abutting the carriageway


M5 West Widening


27Avenue. Existing lightweight concrete walls above Penshurst Road and the southern side of the Motorway at Bonds Road will be replaced with transparent panels. A new section of noise wall is proposed on the south-west side of the Belmore Road interchange. All existing noise walls in this precinct will be augmented by between 0.6 and 2.1 metres, except for sections east and southwest of Penshurst Road and adjacent to Bland and Lance Hutchinson

will expose more of the existing noise wall, particularly west of Bland and Lance Hutchinson Ovals and at the interchanges at King Georges Road and Belmore Road.

Creek. New Motorway operations management and control systems (OMCS) conduits and cables are to be installed underground along the entire southern side of the Motorway, within the road reserve, typically in the verge of the westbound carriageway. At underpass locations in this precinct (ie Penshurst Road and Bonds Road) the crossing of the local road/s by the conduits/cables will be achieved by the installation of four galvanised steel conduits

underpass bridge.

4.2.3 Landscape Character Assessment

Sensitivity

Due to the landscape character of this precinct being predominately a motorway, as described in 4.2.1, and the minor nature of the proposed upgrade, the precinct will have low sensitivity to the proposed changes as described below.

Magnitude

The proposed upgrade in this precinct will not amount to any increase in pavement width.

southern verge, and the replacement of the wire rope barrier with concrete safety barriers. However, the augmentation of the noise walls and the installation of new noise walls will cause the loss of many trees and shrubs and will expose a greater amount of the noise walls. The VMS is another element in the landscape and may cause the loss of some shrub and tree planting to provide clear sightlines.

would potentially be moderate to low due to the changes taking place, particularly the removal of vegetation due to the augmentation of the noise walls.

Landscape Character Impact

upgrade in this precinct is likely to be moderate to low due to the low sensitivity to change of the precinct the and the moderate to low magnitude of the works.

Precinct 1: King Georges Road to Salt Pan Creek

Sensitivity Low

Magnitude Moderate to Low

Landscape Character Impact Moderate to Low


M5 West Widening


1

Bell

St

Belm

ore

Rd

Hannans Rd

Bond

s Rd


28 4.2 PRECINCT 1: KING GEORGES ROAD TO SALT PAN CREEK


M5 West Widening

29

1

Shorter Ave

Bond

s Rd

Karn

e St

King Georges Rd

Pens

hurs

t Rd



Illustration 20: Precinct 1: Existing situation overlaid with proposed upgrade works

(plan supplied by HBO+EMTB)

Site Boundary

Precinct

Footbridge (existing)

Overbridge (existing)

Underpass (existing)

Retaining wall (existing)

Retaining wall (proposed)

Median - no change (existing)

New pavement in median location (proposed)

New pavement on shoulder (proposed)

Linemarking narrowing (proposed)

Noisewall (existing)

Embankment / mounding (existing)

Shotcrete (existing)

Sedimentation Ponds (proposed)

Stockpile locations (proposed)

Landscape (existing)

Planting in median (existing)

Parks/open space

Water

High points

Variable message sign (existing)

Variable message sign (proposed)

Noisewall (new)

Noisewall (augmented)

12

SP4

m005 0

0 500m

m5 west widening submissions and preferred project ... final report 04.05.11 tc 8.0 final report...

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