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Appendix A

Overview of presentations

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Introduction/background to project/route selection methodology – Chris Barnett

The project objectives are:

Improve safety.

Improve freight efficiency.

Cater for the mix of through, local and tourist traffic.

Be sensitive to the natural environment, heritage and local communities.

Project overview – Mount Victoria to Lithgow study area and milestones

Announced May 2008

• Preliminary environmental investigations and community engagements

• Community meetings

Constraints August 2008

• Desktop

• Community

Corridors November 2008

• Submissions

Corridors confirmed April 2009

• Field investigations • Community design workshops • Road design

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Route Options October 2009

• Submissions • Additional investigations • Value management

We are here

Consideration of early 2010

• Submissions • Additional investigations • Value management outcome • Refinements to design

Preferred route Easter 2010

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Project Overview - Safety

Project Overview – Grades and Curves

Fatality rate = 3.5 times State Government plan target

Crash rate is 53 per cent higher than comparable rural roads in NSW

Recent Great Western Highway works would suggest a 50 per cent reduction

GRADES Victoria Pass – 13 per cent River Lett Hill – 10 per cent

ADVISORY SPEED CURVES Lapstone to Katoomba 13 in 43 km Katoomba to Mt Victoria Six in 15 km Mt Victoria to Lithgow 20 in 18 km Lithgow to Bathurst One in 64 km

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Route options in Orange corridor

Explaining the route options

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Summary of the route options – Ian Burnett

• 90km/h design speed at Forty Bends and Mt Victoria 110km/h in the valley

• Desirable grade six per

cent. Maximum grade eight per cent

• Four lane highway • Appropriate intersection

treatments provided • Service roads provided

where possible using the existing highway

Forty Bends Current alignment

• Improved alignment

• Less earthworks

• Avoids heritage curtilages

• Less property impacts

• Construction under traffic

Straight alignment

• More alignment improvements

• More earthworks

• Reduce susceptibility to black

ice

• Potentially affects heritage

curtilages

• More property impacts

• Less construction under traffic

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River Lett Hill

Little Hartley

Southern alignment

• Less earthworks

• Some construction under traffic

• Side traffic at highway crossing

• More property impacts

• More vegetation impacts

• Less visual impacts

Northern alignment

• Extensive earthworks and

structures

• Less impact during construction

• Less property impacts

• Less vegetation impacts

• Higher visual impacts

Current alignment

• Two lane road only between

Hart of Erin and Ambermere

• Four lane road requires

relocation of Harp of Erin

• Less property impacts

• Limited vegetation impacts

Bypass alignment

• Allows for four lanes

• Avoids relocation of Harp of

Erin

• Alters context of heritage

buildings

• More property impacts

• Noise impacts to residents

• More vegetation affected

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Mt Victoria

Mt Victoria – Outer Bypass

Outer bypass

• Impact on the curtilage of the Grange

• Includes a 500 – 600 m tunnel under Mt York Road at two per cent grade

• 750 m long viaduct required 70 m high at eight per cent grade

• The least impact on the curtilage of the Victoria Stockade

• Minimises potential impact on property and access with tunnel

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Mt Victoria – Long tunnel bypass

Long Tunnel bypass

• Avoids a direct impact on the curtilage of the Grange

• 250 m long viaduct required west of the Darling Causeway 40 m high

• Includes a 1.3 km tunnel under Mt York Road at 5.3 per cent grade

• Crosses the curtilage of the Victoria Stockade

• Would have the least property impacts

MT Victoria – Inner Bypass

Inner bypass

• Impacts the curtilage of the Grange

• Two viaducts required 200 m and 300 m long across the Grange 40 m high

• Passes through the Caltex service station

• 1.9km long viaduct required 110 m high at eight per cent grade

• Crosses the curtilage of the Victoria Stockade

• Most property impacts

• Would provide an opportunity for staged construction.